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WO2004053345A1 - Mecanisme a manivelle de moteur a combustion - Google Patents

Mecanisme a manivelle de moteur a combustion Download PDF

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Publication number
WO2004053345A1
WO2004053345A1 PCT/FI2003/000670 FI0300670W WO2004053345A1 WO 2004053345 A1 WO2004053345 A1 WO 2004053345A1 FI 0300670 W FI0300670 W FI 0300670W WO 2004053345 A1 WO2004053345 A1 WO 2004053345A1
Authority
WO
WIPO (PCT)
Prior art keywords
cam
crank
pin
piston
cylinder
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/FI2003/000670
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English (en)
Inventor
Jukka Kalevi Pohjola
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
DAPOMOT Oy
Original Assignee
DAPOMOT Oy
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by DAPOMOT Oy filed Critical DAPOMOT Oy
Priority to AU2003262596A priority Critical patent/AU2003262596A1/en
Publication of WO2004053345A1 publication Critical patent/WO2004053345A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/32—Engines characterised by connections between pistons and main shafts and not specific to preceding main groups
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/04—Engines with variable distances between pistons at top dead-centre positions and cylinder heads
    • F02B75/045—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of a variable connecting rod length
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C3/00—Shafts; Axles; Cranks; Eccentrics
    • F16C3/04—Crankshafts, eccentric-shafts; Cranks, eccentrics
    • F16C3/22—Cranks; Eccentrics
    • F16C3/28—Adjustable cranks or eccentrics
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D15/00—Varying compression ratio
    • F02D15/02—Varying compression ratio by alteration or displacement of piston stroke
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H21/00—Gearings comprising primarily only links or levers, with or without slides
    • F16H21/10—Gearings comprising primarily only links or levers, with or without slides all movement being in, or parallel to, a single plane
    • F16H21/16—Gearings comprising primarily only links or levers, with or without slides all movement being in, or parallel to, a single plane for interconverting rotary motion and reciprocating motion
    • F16H21/18—Crank gearings; Eccentric gearings
    • F16H21/20—Crank gearings; Eccentric gearings with adjustment of throw

Definitions

  • the invention relates to a crank mechanism of a combustion engine in which the crank mechanism decreases the velocity of the piston around the top dead center (TDC); raises the compression ratio when the engine is running with a partial load and decreases the friction between the piston and the cylinder.
  • TDC top dead center
  • a small combustion volume raises the combustion temperature.
  • a high combustion temperature raises the expansion pressure, which raises the motor efficiency.
  • the compression ratio of the engine is raised when the engine is runriing with a partial load.
  • a partial load causes a low expansion pressure in the cylinder.
  • the expansion pressure is raised to the right level by raising the compression ratio.
  • By raising the compression ratio the motor efficiency is raised as well.
  • the friction between the piston and the cylinder is decreased by decreasing the lateral motion of the piston rod, which reduces the lateral force of the piston and raises mechanical efficiency.
  • the crank mechanism comprises a piston reciprocating in a cylinder so that the piston is connected by a piston pin to a piston rod, which rotates the crank of a crank shaft by a circular cam located at the lower part of the piston rod.
  • a circular cam located at the lower part of the piston rod.
  • At the vicinity of the circumference of the cam there is an eccentric hole by which the cam is attached to the crank so that the cam can turn on the crank.
  • the pin is attached by a bearing to a slide sliding along slide rails, which run in the direction of the cylinder or the pin is attached to the end of a control lever swinging crosswise in respect to the axis of the cylinder so that when the crank is rotating the pin is reciprocating on the axis of the cylinder or in its vicinity.
  • the crank mechanism changes the velocity of the piston in such a way that when the crank is rotating the pin is reciprocating linearly or it is swinging beneath the crank in a motion of a circular arc so that the pin turns the cam on the crank in turn to both the sides of the axis of the cylinder.
  • the swinging motion of the cam on the crank creates a velocity, which changes the height of the cam in respect to the height of the crank.
  • the amount and the direction of the motion velocity of the cam depends on the crank angle.
  • TDC the motion of the cam is contrary to the motion of the crank and therefore the velocity of the cam becomes smaller than the velocity of the crank.
  • the cam is connected to the piston rod and therefore the velocity of the piston, which is connected to the piston rod, also decreases.
  • the bottom dead center BDC the situation is the opposite and the turning motion of the cam increases the velocity of the piston.
  • the mechanism raises the compression ratio so that the control lever moves the pin crosswise in such a way that the pin turns the cam on the crank.
  • the turning motion of the cam changes the maximum height of the cam in the direction of the cylinder due to which the height of the piston, which is connected to the piston rod, also changes at TDC.
  • the l irning of the cam can be carried out by turning the slide rails on a shaft so that the slide in the rails turns the cam or so that the changing length of the control lever is connected straight to the pin on the cam.
  • Patent application WO 95/13464 presents a circular cam fixed to the driving shaft, which is rotated by a piston rod. In that mechanism the velocity of the piston around TDC is greater than around BDC i.e. the mechanism functions contrary to the mechanism of this invention.
  • Patent publications EP 1143127 and EP 1160430 present a 2-lever crank mechanism in which the upper lever functions as a "piston rod" so that its lower part is connected to a lower T- shape lever, which is connected to the crank.
  • the T-lever In the T-lever there is a pin, which is connected to a control lever by which the location and the shape of the motion track of the T-lever can be changed.
  • the crank mechanism decelerates the velocity of the piston around TDC by an elliptic motion track slanting in respect to the direction of the cylinder and increases the compression ratio so that the height of the other pin is changed in the direction of the cylinder so that the location and the shape of the motion track is changed in such a way that it simultaneously changes the height of the motion track.
  • the velocity of the piston decreases relatively little around TDC.
  • the motion track of the lower part of the upper lever approaches the circular shape motion track of the crank, which means that the speed of the decelerating piston and the raising of the compression ratio cannot be effectively used simultaneously.
  • the motion track of the lower part of the upper lever is a rather broad slanting "ellipse", which causes a wide lateral motion of the levers, which increases the vibration of the mechanism and the friction between the cylinder and the piston.
  • the strength of the structure of a T-lever located above the crank is not the best possible, when it is to be used for instance in diesel engines, in which the lever is under the influence of great torques. In this mechanism the possibilities for adjusting the velocity of the piston are minor, since the small change in the velocity of the piston, which is achieved by the invention, should always be used entirely.
  • the mechanism according to the invention has a simpler and stronger structure and the mechanism has a different functional principle in which the velocity of the motion track of the crank is reduced around TDC by an opposite motion velocity of the cam; the compression ratio is raised by changing the location of the pin under the crank crosswise in respect to the axis of the cylinder and the mechanical friction is reduced by a narrow motion track of the cam in respect to the axis of the cylinder.
  • the functioning of the above mechanism can be affected in six different ways:
  • the increasing of the diameter of the cam decreases the velocity of the piston around TDC.
  • a diameter, which is about two times greater than the diameter of the revolution circle of the crank can be considered as the greatest diameter of the cam.
  • the pin can be placed into the center point of the cam.
  • the pin located at the center point of the cam forms for the cam a linear motion track, which combines with the axis of the cylinder, when symmetrical slide rails that run in the direction of the cylinder axis are used, i.e. in this case the piston rod carries out a reciprocating linear motion that unites with the axis of the cylinder, in which case the friction between the piston and the cylinder is minimized.
  • Fig.4 motion track E 2 Due to the straight motion track of the cam the mechanism can be used generally for changing a reciprocating linear motion into a revolving motion, in which case the cylinder and the piston can be replaced by a slide moving along linear slide rails.
  • the lateral swinging motion of the control lever forms for the pin a motion track, the shape of which is a circular arc, in which the motion track moves the pin in such a way that during the expansion phase the swinging motion of the cam is increased, due to which the deceleration is increased.
  • the adjustment of the compression ratio in the crank mechanism, when slide rails are used, is carried out so that the slide rails are turned on a shaft in the body in such a way that the slide in the rails moves the location of the pin, which turns the cam on the crank.
  • the turning of the cam on the crank either raises or lowers the cam in the direction of the cylinder axis so that the height of the piston, which is connected to the crank, changes at TDC, i.e the compression ratio changes.
  • the turning of linear slide rails is carried out by a control lever, one end of which is connected to the slide rails and the other end to a cam, which is fixed to a gear wheel rotating on a shaft connected to the body and rotated by two screws with opposite threads so that the screws are connected by gear wheels to the drive device.
  • a control lever one end of which is connected to the slide rails and the other end to a cam, which is fixed to a gear wheel rotating on a shaft connected to the body and rotated by two screws with opposite threads so that the screws are connected by gear wheels to the drive device.
  • the gear wheel turns the cam, it changes the functional length of the control lever.
  • the change of the length turns the slide rails as mentioned above.
  • the crank mechanism can also have another kind of structure in which the slide rails and the slide are replaced by a control lever, one end of which is connected straight to the pin on the cam and the other end to the cam on the gear wheel.
  • a control lever When the crank is rotating the control lever is swinging so that the pin at the other end of the control lever carries out a reciprocating motion track forming a circular arc.
  • the control lever can be set crosswise in respect to the cylinder axis so that the convex motion of the pin takes place in the direction of the cylinder axis, in which case the convex shape of the motion increases the turning of the cam on the crank and thus also the deceleration of the piston during the expansion phase.
  • the convex motion of the pin straightens the motion track of the cam during expansion, because the convex motion of the pin moves the cam during the swing towards the convex direction.
  • the motion track which is formed as a result, resembles a narrow "ellipse" in which the side of the expansion has become almost a straight line, which runs in the direction of the cylinder axis. (Fig. 6)
  • the straight portion of the motion track can be united almost totally to the cylinder axis, when the location of the pin on the cam is moved away from the diameter going through the center points of the crank and the cam.
  • the transfer of the pin also changes the position of the crank in respect to TDC. For instance when the piston is at TDC, the crank may have turned some
  • FIG. 1 shows the front view of the crank mechanism equipped with slide rails, when the piston is at TDC.
  • FIG. 2 shows the exploded perspective picture of figure 1.
  • FIG. 3a, 3b, 3c show the crank mechanism in figure 1 with different crank angles.
  • FIG. 4a ,4b, 4c show such a crank mechanism in which the piston rod moves linearly.
  • FIG. 5a, 5b show the raising of the compression ratio in figure 1.
  • FIG. 6a, 6b, 6c show such a crank mechamsm in which the control lever is connected to the pin on the cam.
  • FIG. 7a, 7b show such a mechanism of figure 6 in which the pin on the cam is in the center point of the cam.
  • FIG. 8 shows the stroke of the piston as a function of the crank angle with different crank mechanisms.
  • Fig. 1 shows the reciprocating piston 3 moving in cylinder 2 of body 1 so that piston 3 is connected with piston pin 4 to the upper part of piston rod 5.
  • the lower part of piston rod 5 is connected by bearing 6 to the circular cam 7 that is made of two parts so that the joint of the upper part 7a and the lower part 7b of cam 7 is located on the diameter of crank 8.
  • Hole 9 has been made into cam 7 so that its diameter is on the joint of the upper part 7a and the lower part 7b of cam 7.
  • Hole 9 is located near the circumference of cam 7 so that the eccentricity of the hole is great.
  • Cam 7 is connected by hole 7 to crank 8 of crank shaft 10 by bearing 11 so that the center point of cam 7 is beneath crank 8 on the diameter of the cam running through the center point of crank 8.
  • pin 12 In cam 7 beneath hole 9 there is pin 12, which is near the center point of cam 7 so that the distance between hole 9 and pin 12 is greater than the rotation radius of crank 8.
  • Pin 12 is connected by bearing 13 to slide 14, which reciprocates linearly in slide rails 15 when crank 8 is rotating.
  • the lower part of slide rails 15 is connected by shaft 16 into body 1 so that slide rails 15 can turn on shaft 16.
  • joint pin 17 In slide rails 15 there is joint pin 17 for the supporting and the turning of slide rails 15 so that pin 17 is connected by control lever 18 to cam 20, which is turned by shaft 19 located in body 1.
  • Cam 20 can be turned by control mechanism 21, which comprises the above mentioned cam 20 and gear wheel 22 which is fixed to cam 20 so that cam 20 is eccentric in respect to shaft 19 and the center point of gear wheel 22 is on the axis of shaft 19.
  • Cam 20 is connected into hole 23 , which is at one end of control lever 18.
  • Gear wheel 22 is connected to two opposite screws 24a, 24b with opposite threads so that the screws rotate gear wheel 22 together with cam 20 fixed to gear wheel 22 so that the distance between pin 17 and shaft 19 changes. Screws 24a, 24b are rotated by gear wheels 25a, 25b, which are turned by gear wheel 26, which is connected to drive device 27.
  • control lever 18 turns slide rails, due to which cam 7 at the lower part of piston rod 5 turns on crank 8 in such a way that cam 7 either raises or goes down in respect to crank 8.
  • the change in the height of the cam causes a change in the compression ratio.
  • the amount of the rising motion of cam 7 can be increased by moving the location of pin 12 in cam 7 a little away from the diameter of cam 7.
  • Figure 2 shows the exploded perspective picture of figure 1 without body 1 and cylinder 2.
  • Figure 3 a shows the engine in figure 1 at the beginning of the expansion phase when piston 3 is at TDC; in figure 3b crank 8 has turned 90° from the former; in figure 3c piston 3 is at BDC.
  • Figures 3 also show motion track Ei of cam 7 and the motion of center point Pi of cam 7 along motion track Ei.
  • the motion track E t of cam 7 is symmetrical in respect to the cylinder axis and the motion track E t resembles a narrow ellipse running in the direction of the cylinder axis, in which the upper part has expanded and the lower part has become narrower.
  • Figures 4a, 4b, 4c show such a special case of figure 1, in which the diameter of cam 7a is about two times greater than the revolution diameter of crank 8 and pin 12a in cam 7a is located in the center point P 2 of cam 7a.
  • the motion track E 2 of cam 7a is a straight line E 2 which unites with the axis of cylinder 2.
  • Motion track E decreases the velocity of piston 3 considerably and motion track E 2 is ideal, because piston 3 doesn't have any lateral forces which press piston 3 against cylinder 2.
  • the friction between piston 3 and cylinder 2 is at its minimum.
  • Piston rod 5 doesn't either have any lateral motion due to which the engine doesn't vibrate crosswise. Because of the linear motion of the piston rod slide rails 15 have been replaced by fixed slide rails 15 a. In figure 4c slide rails 15b have been fixed to the upper part of body 1 so that crank 8 can rotate between slide rails 15b above slide 14b and piston rod 5b has been fixed to piston 3. - The mechanism can be used in general for changing reciprocating linear motion into revolving motion, in which case cylinder 2 and piston 3 can be replaced by a slide moving along linear fixed slide rails.
  • Figure 5a shows figure 1, in which piston 3 is at TDC.
  • the compression ratio of the former figure 5 a has been raised so that the height of piston 3 has been increased by distance h.
  • the increase of the compression ratio has been carried out in such a way that slide rails 15 have been tilted on shaft 16 by an angle ⁇ , in which case pin 12 on cam 7 has turned cam 7 on crank 8 so that the rise of cam 7 has lifted piston 3 by the distance h.
  • Figure 6a shows a modification of figure 1, in which the straight motion of slide 14 has been replaced by the circular arc motion Bi of pin 12 located at the end of control lever 18a. The change has been accomplished in such a way that slide 14 has been converted into control lever 18a, into one end of which is made hole 23 by which control lever 18 is connected to cam 20.
  • Figure 6b shows the mechanism of figure 6a when crank 8 has turned 90°.
  • Point P 3 demonstrates the motion of the center point P 3 of cam 7 along its motion track E 3 .
  • control lever 18a crosswise in respect to the axis cylinder 2 so that the convex motion Bi of pin 12 in control lever 18a begins on the axis of cylinder 2 and ends on the axis of cylinder 2.
  • the convex motion B ⁇ of pin 12 improves the shape of the motion track E 3 of cam 7 in such a way that motion track E 3 during the expansion phase becomes almost a straight line, which runs in the same direction as the axis of cylinder 2. This is due to the fact that the convex motion Bi of pin 12 changes the location of pin 12 during the swing of the pin.
  • the convex motion Bi of pin 12 also adds the swing of cam 7 on crank 8, which during the expansion phase increases the deceleration of piston 3 around TDC.
  • the straight part of motion track E 3 can be united with the axis of cylinder 2 when the location of pin 12 in cam 7 is transferred away from the diameter of cam 7. In this new motion track the mechanical friction of piston 3 is almost at its minimum.
  • Figures 7a, 7b show such an application of the mechanism presented in figures 6, in which pin 12b in cam 7b is located at the center point P 2 of cam 7b.
  • the motion track of cam 7b has the same motion track E as pin 12b at the end of control lever 18b, i.e. the shape of the motion track E is a circular arc. If pin 12b is transferred away from the center point of cam 7b, motion track E 4 approach the shape of a narrow ellipse resembling motion track E3 presented in figures 6. The said motion track E 4 decreases the velocity of piston 3 so much that piston 3 is almost stopped around TDC in a sector of 65°, during which the "stopped" piston 3 enables combustion in an almost constant volume.
  • Figure 8 shows graphically the length of the piston stroke as a function of a crank angle.
  • the lowest curve Si shows the motion of the piston in a conventional crank mechanism.
  • the following upper curve S 2 illustrates a T-lever crank mechanism with two pins.
  • the second highest curve S 3 shows a curve according to the invention, when from all the factors affecting the shape of the curve (points a - f) some kind of lowest limit has been taken.
  • the highest curve S 4 shows the functioning of the mechanism presented in figures 7, in which pin 12b in cam 7b is located in the center point of the cam.
  • the shaded area in general demonstrates the functioning area of the mechanism according to the invention.
  • crank mechanism presented in the invention is not restricted for use only in combustion engines, like otto- and diesel engines with several cylinders, but it can be used in heat engines, steam engines, pumps and in all the machines and devices, in which the conventional combination of piston rod and crank shaft is presently used in order to change the reciprocating motion into a revolving motion.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Ocean & Marine Engineering (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Transmission Devices (AREA)

Abstract

L'invention concerne un mécanisme à manivelle qui comprend un piston (3) évoluant dans un cylindre (2), de sorte que le piston soit relié par un axe (4) à une bielle (5), faisant tourner la manivelle (8) d'un vilebrequin (10) par une came circulaire (7) située à la partie inférieure de la bielle (5). Près de la circonférence de la came (7) se trouve un trou (9), excentrique dans la came, permettant de fixer la came (7) à la manivelle (8) pour assurer la rotation de la came sur la manivelle (8). Sur la came (7) en dessous du trou (9) se trouve une broche (12), fixée sur la came (7) pour que la distance entre ladite broche (12) et le trou (9) soit un peu plus grande que le rayon de rotation de la manivelle (8). Cette broche (12) est fixée par un palier à une pièce coulissante (14) qui coulisse le long de glissières (15), orientées dans la direction du cylindre (2), ou la broche (12) est fixée à l'extrémité d'un levier de contrôle (18) effectuant un mouvement de balancier croisé par rapport à l'axe du cylindre. Ainsi, lorsque la manivelle (8) tourne, la broche (12) effectue un mouvement de va et vient sur l'axe du cylindre ou à proximité. Le mouvement de la broche (12) fait tourner la came (7) alternativement vers les deux côtés de l'axe du cylindre (2), de sorte que la came (7) ait une vitesse de mouvement réduisant la vitesse du piston autour du point mort haut et augmentant celle-ci autour du point mort bas.
PCT/FI2003/000670 2002-12-11 2003-09-15 Mecanisme a manivelle de moteur a combustion Ceased WO2004053345A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU2003262596A AU2003262596A1 (en) 2002-12-11 2003-09-15 Crank mechanism of combustion engine___________________

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FI20022177A FI20022177A7 (fi) 2002-12-11 2002-12-11 Polttomoottorin kampimekanismi
FI20022177 2002-12-11

Publications (1)

Publication Number Publication Date
WO2004053345A1 true WO2004053345A1 (fr) 2004-06-24

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PCT/FI2003/000670 Ceased WO2004053345A1 (fr) 2002-12-11 2003-09-15 Mecanisme a manivelle de moteur a combustion

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AU (1) AU2003262596A1 (fr)
FI (1) FI20022177A7 (fr)
WO (1) WO2004053345A1 (fr)

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2010009094A1 (fr) * 2008-07-16 2010-01-21 Wilkins Larry C Moteur à combustion interne avec rendement de carburant amélioré et/ou sortie de puissance améliorée
WO2010126377A1 (fr) * 2009-04-29 2010-11-04 Per Olav Haughom As Ensemble palier de vilebrequin
WO2012082637A1 (fr) * 2010-12-13 2012-06-21 Wilkins Larry C Maneton comprenant une came, tige de liaison comprenant un suiveur, et moteur à combustion interne comprenant maneton et tige de liaison
US8468997B2 (en) 2009-08-06 2013-06-25 Larry C. Wilkins Internal combustion engine with variable effective length connecting rod
US8746188B2 (en) 2010-03-17 2014-06-10 Larry C. Wilkins Internal combustion engine with hydraulically-affected stroke
US8851030B2 (en) 2012-03-23 2014-10-07 Michael von Mayenburg Combustion engine with stepwise variable compression ratio (SVCR)
GB2559361A (en) * 2017-02-02 2018-08-08 Comb Order Ltd Improvements to operations of engines
CN109798152A (zh) * 2019-01-21 2019-05-24 华北电力大学（保定） 一种活塞式膨胀机

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1143127A1 (fr) * 2000-04-04 2001-10-10 Peugeot Citroen Automobiles SA Moteur à combustion interne, à rapport volumétrique et à cylindrée variables
EP1160430A2 (fr) * 2000-06-02 2001-12-05 Nissan Motor Company, Limited Moteur à combustion interne suralimenté avec mécanisme de manivelle amélioré
EP1247959A2 (fr) * 2001-03-28 2002-10-09 Nissan Motor Company, Limited Mécanisme de règlage des pistons pour un moteur à taux de compression variable

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1143127A1 (fr) * 2000-04-04 2001-10-10 Peugeot Citroen Automobiles SA Moteur à combustion interne, à rapport volumétrique et à cylindrée variables
EP1160430A2 (fr) * 2000-06-02 2001-12-05 Nissan Motor Company, Limited Moteur à combustion interne suralimenté avec mécanisme de manivelle amélioré
EP1247959A2 (fr) * 2001-03-28 2002-10-09 Nissan Motor Company, Limited Mécanisme de règlage des pistons pour un moteur à taux de compression variable

Cited By (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2010009094A1 (fr) * 2008-07-16 2010-01-21 Wilkins Larry C Moteur à combustion interne avec rendement de carburant amélioré et/ou sortie de puissance améliorée
US9341110B2 (en) 2008-07-16 2016-05-17 Wilkins Ip, Llc Internal combustion engine with improved fuel efficiency and/or power output
WO2010126377A1 (fr) * 2009-04-29 2010-11-04 Per Olav Haughom As Ensemble palier de vilebrequin
US8408804B2 (en) 2009-04-29 2013-04-02 Siv Ing Per Olav Haughom As Crankshaft bearing assembly
US8869769B2 (en) 2009-08-06 2014-10-28 Wilkins Ip, Llc Internal combustion engine with variable effective length connecting rod
US8468997B2 (en) 2009-08-06 2013-06-25 Larry C. Wilkins Internal combustion engine with variable effective length connecting rod
US8746188B2 (en) 2010-03-17 2014-06-10 Larry C. Wilkins Internal combustion engine with hydraulically-affected stroke
CN103429873A (zh) * 2010-12-13 2013-12-04 拉里·C·威尔金斯 包括凸轮的曲柄销、包括从动件的连杆、以及包括曲柄销和连杆的内燃机
US20140158082A1 (en) * 2010-12-13 2014-06-12 Larry C. Wilkins Crankpin including Cam, Connecting Rod including Follower, and Internal Combustion Engine including Crankpin and Connecting Rod
WO2012082637A1 (fr) * 2010-12-13 2012-06-21 Wilkins Larry C Maneton comprenant une came, tige de liaison comprenant un suiveur, et moteur à combustion interne comprenant maneton et tige de liaison
CN103429873B (zh) * 2010-12-13 2017-10-20 拉里·C·威尔金斯 包括凸轮的曲柄销、包括从动件的连杆、以及包括曲柄销和连杆的内燃机
US8851030B2 (en) 2012-03-23 2014-10-07 Michael von Mayenburg Combustion engine with stepwise variable compression ratio (SVCR)
GB2559361A (en) * 2017-02-02 2018-08-08 Comb Order Ltd Improvements to operations of engines
WO2018142097A1 (fr) * 2017-02-02 2018-08-09 Combustion Order Ltd Perfectionnements apportés au fonctionnement de moteurs
CN109798152A (zh) * 2019-01-21 2019-05-24 华北电力大学（保定） 一种活塞式膨胀机

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AU2003262596A1 (en) 2004-06-30
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