ДВИГАТЕЛЬ ВНУТРЕННЕГО СГОРАНИЯ С ИСКРОВЫМ ЗАЖИГАНИЕМ

Изобретение относится к двигателю внутреннего сгорания с искровым зажиганием (ДВС). ДВС содержит механизм регулированных фаз газораспределения, механизм переменной степени сжатия и дроссельную заслонку. Дроссельная заслонка размещена во впускном канале ДВС. Когда нагрузка на ДВС уменьшается с высокой до низкой, момент закрытия впускного клапана перемещается в направлении от нижней мертвой точки впуска. При работе двигателя с низкой нагрузкой степень механического сжатия сохраняется максимальной. При работе ДВС с высокой нагрузкой, когда нагрузка на двигатель становится ниже, степень механического сжатия увеличивается, при этом степень фактического сжатия остается постоянной. Предварительно определенная нагрузка устанавливается в области нагрузки, где степень механического сжатия поддерживается максимальной. Дроссельная заслонка удерживается в полностью открытом состоянии в области между высокой и предварительно определенной (L2) нагрузками. Когда нагрузка на двигатель становится ниже, степень ...

ДВИГАТЕЛЬ ВНУТРЕННЕГО СГОРАНИЯ С ИСКРОВЫМ ЗАЖИГАНИЕМ

FIELD: engines and pumps. SUBSTANCE: proposed ICE comprises compression ratio variator and valve open-close moment controller. Compression ratio in operation at low load as compared to that at high load increases while alcohol-bearing fuel is used as the fuel. Compression ratio at low load engine decreases when alcohol concentration in fuel is high as compared with low alcohol concentration in said fuel. EFFECT: ruled out overexpansion in using alcohol-bearing fuel. 6 cl, 26 dwg РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) 2 509 908 (13) C2 (51) МПК F02D 19/06 F02D 15/04 F02D 13/02 (2006.01) (2006.01) (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ (21)(22) Заявка: 2012122511/06, 09.12.2009 (24) Дата начала отсчета срока действия патента: 09.12.2009 (73) Патентообладатель(и): ТОЙОТА ДЗИДОСЯ КАБУСИКИ КАЙСЯ (JP) R U Приоритет(ы): (22) Дата подачи заявки: 09.12.2009 (72) Автор(ы): АКИХИСА Дайсукэ (JP) (45) Опубликовано: 20.03.2014 Бюл. № 8 2 5 0 9 9 0 8 (56) Список документов, цитированных в отчете о поиске: JP 2008-232008 A, 02.10.2008. JP 2009115063 A, 28.05.2008. JP 2008-208794 A, 11.09.2008. EP 1602814 A, 07.12.2005. EP 1471241 A, 27.10.2004. RU 2312998 C1, 20.12.2007. RU 2006120823 A, 27.12.2007. (85) Дата начала рассмотрения заявки PCT на национальной фазе: 09.07.2012 2 5 0 9 9 0 8 R U (87) Публикация заявки РСТ: WO 2011/070686 (16.06.2011) C 2 C 2 (86) Заявка PCT: JP 2009/070933 (09.12.2009) Адрес для переписки: 125009, Москва, а/я 332, ЗАО "ИНЭВРИКА" (54) ДВИГАТЕЛЬ ВНУТРЕННЕГО СГОРАНИЯ С ИСКРОВЫМ ЗАЖИГАНИЕМ (57) Реферат: Изобретение может быть использовано в двигателях внутреннего сгорания. Двигатель внутреннего сгорания с искровым зажиганием содержит механизм изменения степени сжатия, способный изменять механическую степень сжатия, и механизм изменения момента открытия или закрытия клапана, способный регулировать момент закрытия впускного клапана. Степень расширения во время работы двигателя с низкой нагрузкой повышается ...

ДВИГАТЕЛЬ ВНУТРЕННЕГО СГОРАНИЯ С ИСКРОВЫМ ЗАЖИГАНИЕМ

Изобретение может быть использовано в системах управления двигателя внутреннего сгорания. Система управления двигателя внутреннего сгорания содержит механизм изменения отношения площади к объему, выполненный с возможностью изменения отношения площади к объему камеры сгорания, и устройство детектирования для параметра, отличного от концентрации водорода, имеющее выходное значение, изменяющееся в соответствии с концентрацией водорода в выхлопном газе, которая увеличивается согласно увеличению отношения площади к объему. Двигатель внутреннего сгорания управляется выходным значением устройства детектирования. Выходное значение устройства детектирования или параметра, относящегося к работе двигателя внутреннего сгорания, корректируется в соответствии с отношением площади к объему камеры сгорания, устанавливаемым механизмом изменения отношения площади к объему. Технический результат заключается в улучшении сгорания топлива. 13 з.п. ф-лы, 28 ил.

ДВИГАТЕЛЬ ВНУТРЕННЕГО СГОРАНИЯ С ЗАЖИГАНИЕМ ИСКРОВОГО ТИПА

Изобретение может быть использовано в двигателях внутреннего сгорания. Двигатель внутреннего сгорания с зажиганием искрового типа снабжен механизмом регулирования фаз газораспределения, выполненным с возможностью изменять момент закрытия впускного клапана после нижней мертвой точки впуска, и EGR-механизмом, заставляющим часть отработавшего газа протекать обратно в камеру сгорания в качестве EGR-газа. EGR-механизм управляется таким образом, что чем дальше момент закрытия впускного клапана сдвигается в сторону запаздывания, тем больше уменьшается величина соотношения EGR-газа, только в области, где момент закрытия впускного клапана находится на стороне запаздывания от конкретного момента закрытия. Раскрыт вариант выполнения двигателя. Технический результат заключается в исключении варьирования между цилиндрами соотношения воздуха-топливо. 2 н. и 10 з.п. ф-лы, 33 ил.

ДВИГАТЕЛЬ ВНУТРЕННЕГО СГОРАНИЯ С ИСКРОВЫМ ЗАЖИГАНИЕМ

Изобретение относится к двигателю внутреннего сгорания с искровым зажиганием (ДВС). ДВС содержит механизм регулированных фаз газораспределения, механизм переменной степени сжатия и дроссельную заслонку. Механизм регулированных фаз газораспределения выполнен с возможностью регулирования установки момента закрытия впускного клапана. Механизм переменной степени сжатия выполнен с возможностью изменения степени механического сжатия. При отрицательном давлении во впускном канале ДВС, меньшем, чем требуемое отрицательное давление, степень открывания дроссельной заслонки устанавливается меньшей. При меньшей степени открывания дроссельной заслонки во впускном канале устанавливается требуемое или большее отрицательное давление. При установке требуемого или большего отрицательного давления во впускном канале установка момента закрытия впускного клапана смещается в направлении, приближающемся к нижней мертвой точке впуска. Объем всасываемого воздуха, соответствующий нагрузке двигателя, подается в камеру ...

ДВИГАТЕЛЬ ВНУТРЕННЕГО СГОРАНИЯ С ИСКРОВЫМ ЗАЖИГАНИЕМ

Изобретение относится к двигателю внутреннего сгорания с искровым зажиганием (ДВС). ДВС содержит механизм переменной степени сжатия и механизм регулирования фаз газораспределения. Механизм переменной степени сжатия выполнен с возможностью изменения степени механического сжатия. Механизм регулирования фаз газораспределения выполнен с возможностью управления моментом закрытия впускного клапана. Во время работы ДВС с низкой нагрузкой степень механического сжатия делается выше, чем при работе с высокой нагрузкой. При повышении нагрузки степень механического сжатия уменьшается постепенно. При работе ДВС выборочно выполняются первое и второе соотношения воздух-топливо, при этом второе соотношение является большим, чем первое. При работе ДВС с высокой нагрузкой выполняется первое соотношение воздух-топливо. При работе ДВС с низкой нагрузкой, когда степень механического сжатия ниже, чем предварительно определенное опорное значение, сгорание выполняется с первым соотношением воздух-топливо, а когда ...

ДВИГАТЕЛЬ ВНУТРЕННЕГО СГОРАНИЯ С ИСКРОВЫМ ЗАЖИГАНИЕМ

FIELD: engines and pumps. SUBSTANCE: invention may be used in internal combustion engines. Internal combustion engine with spark ignition includes compression ratio change mechanism that may change the mechanical compression degree and valve closing and opening moment change mechanism that may control the moment at which the inlet valve is closed. Preset is inlet prohibited area for combination of mechanical compression degree and inlet valve closing time, and installed is prohibited area for combination of mechanical compression degree and inlet valve closing moment. For operating point, presenting a combination of mechanical compression degree and inlet valve closing moment, prohibited area inlet is prohibited. When required quantity of sucked in air changes, purpose operating point is calculated which may be achieved during fixed time without inlet in the specified prohibited area from the current operating point towards operating point complying with required quantity of sucked-in air, thus changing mechanical compression degree and inlet valve closing moment in relation to the purpose operating point. EFFECT: improving fuel combustion. 10 cl, 43 dwg РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (13) 2 511 875 C1 (51) МПК F02D 15/04 (2006.01) F02D 13/02 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ОПИСАНИЕ (21)(22) Заявка: ИЗОБРЕТЕНИЯ К ПАТЕНТУ 2012129951/06, 28.01.2010 (24) Дата начала отсчета срока действия патента: 28.01.2010 (73) Патентообладатель(и): ТОЙОТА ДЗИДОСЯ КАБУСИКИ КАЙСЯ (JP) (45) Опубликовано: 10.04.2014 Бюл. № 10 R U Приоритет(ы): (22) Дата подачи заявки: 28.01.2010 (72) Автор(ы): КАВАСАКИ Такаси (JP), НАКАСАКА Юкихиро (JP), САКАЯНАГИ Ёсихиро (JP), ТАНАКА Хироюки (JP) (56) Список документов, цитированных в отчете о поиске: US 2009/0125211 A1, 14.05.2009. US (85) Дата начала рассмотрения заявки PCT на национальной фазе: 28.08.2012 (86) Заявка PCT: JP 2010/051544 (28.01.2010) 2 5 1 1 8 7 5 2009/0187329 A1, 23.07.2009. JP 2004218522 A, 05 ...

ДЕТОНАЦИОННЫЙ ДВИГАТЕЛЬ ВНУТРЕННЕГО СГОРАНИЯ С ПЛАВАЮЩЕМ ПОРШНЕМ

... 1. Двигатель содержит цилиндр с размещенными в нем последовательно друг за другом двумя поршнями, отличающийся тем, что они одного диаметра, где основной поршень связан с шатуном, а плавающий поршень кинематически независимый, и между поршнями через впускной клапан и регулятор давления нагнетается масло, которое, находясь в замкнутой полости, образованной стенкой цилиндра и поршнями, воздействует своим объемом на плавающий поршень, изменяя объем камеры внутреннего сгорания, а при открытии выпускного клапана происходит циркуляция масла. 2. Процесс управления воспламенением топливно-воздушной смеси от сжатия осуществляется с подачей избыточного объема смеси в цилиндр двигателя, отличающийся тем, что в головке блока цилиндра устанавливаются датчик давления и электромагнитный обратный клапан, которые через электронный блок управления работы двигателя поддерживают заданную степень сжатия, а определение степени сжатия момента детонации осуществляется с поступлением в цилиндр двигателя топливно-воздушной ...

ДВИГАТЕЛЬ ВНУТРЕННЕГО СГОРАНИЯ

... 1. Двигатель внутреннего сгорания предназначен для преобразования тепловой энергии в механическую, содержащий системы регулировки степени сжатия, питания, охлаждения и смазки, а также возвратно-поступательный и газораспределительный механизмы, выполнен в виде группы цилиндров, расположенных вокруг цилиндрического корпуса, параллельно оси роторного вала, находящегося в центре и снабженного дискообразным ротором с беговыми дорожками, отличающийся тем, что необходимая степень сжатия обеспечивается регулятором, выполненным в виде корректировочных цилиндров, сообщенных с цилиндрами двигателя через кольцевые форкамеры, причем последние выполнены с возможностью их полного перекрытия от полостей цилиндров поршнями двигателя в близи ВМТ, корректировочных поршней установленных в корректировочных цилиндрах, с возможностью изменения объемов кольцевых форкамер, шатунов, шарнирно связанных верхними головками с поршнями корректировки степени сжатия, а нижними головками, через шарнирные соединения, со ...

ДВИГАТЕЛЬ ВНУТРЕННЕГО СГОРАНИЯ С ЗАЖИГАНИЕМ ИСКРОВОГО ТИПА

... 1. Двигатель внутреннего сгорания с зажиганием искрового типа, снабженный механизмом регулирования фаз газораспределения, выполненный с возможностью изменять момент закрытия впускного клапана после нижней мертвой точки впуска, и EGR-механизмом, заставляющим часть отработавшего газа протекать обратно в камеру сгорания в качестве EGR-газа,при этом чем дальше момент закрытия впускного клапана сдвигается в сторону запаздывания, тем больше уменьшается объем EGR-газа, только в области, где момент закрытия впускного клапана находится на стороне запаздывания от конкретного момента закрытия.2. Двигатель внутреннего сгорания с зажиганием искрового типа по п.1, в котором предельный диапазон, на который объем EGR-газа уменьшается, задается меньше, когда нагрузка на двигатель является высокой, по сравнению с тем, когда она низкая.3. Двигатель внутреннего сгорания с зажиганием искрового типа по п.1, в котором предельный диапазон, на который объем EGR-газа уменьшается, задается меньше, когда скорость ...

СПОСОБ ИЗМЕНЕНИЯ СТЕПЕНИ СЖАТИЯ И ИЗМЕНЕНИЯ ОТНОШЕНИЯ ВОЗДУХА К ТОПЛИВУ В ДВИГАТЕЛЕ ВНУТРЕННЕГО СГОРАНИЯ

ДВИГАТЕЛЬ ВНУТРЕННЕГО СГОРАНИЯ С ИСКРОВЫМ ЗАЖИГАНИЕМ

1. Двигатель внутреннего сгорания с искровым зажиганием, содержащий механизм изменения степени сжатия, способный изменять механическую степень сжатия, и механизм изменения момента открытия или закрытия клапана, способный регулировать момент закрытия впускного клапана, при этом степень расширения во время работы двигателя с низкой нагрузкой повышается по сравнению со временем работы двигателя с высокой нагрузкой, причем в качестве топлива используется спиртосодержащее топливо, а степень расширения во время работы двигателя с низкой нагрузкой снижается, когда концентрация спирта в топливе является высокой, по сравнению с тем, когда концентрация спирта в топливе является низкой.2. Двигатель внутреннего сгорания с искровым зажиганием по п.1, в котором фактическая степень сжатия повышается, когда концентрация спирта в топливе является высокой, по сравнению с тем, когда концентрация спирта в топливе является низкой.3. Двигатель внутреннего сгорания с искровым зажиганием по п.1 или 2, в котором, когда степень расширения во время работы двигателя при низкой нагрузке снижается, величина снижения степени расширения увеличивается со стороны низкой нагрузки на двигатель по сравнению со стороной высокой нагрузки на двигатель.4. Двигатель внутреннего сгорания с искровым зажиганием по п.1 или 2, в котором во время работы при низкой нагрузке степень расширения снижается посредством уменьшения механической степени сжатия.5. Двигатель внутреннего сгорания с искровым зажиганием по п.1 или 2, в котором во время работы при низкой нагрузке степень расширения снижается за счет более раннего момента открытия выпускного клапана РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (51) МПК F02D 19/06 (13) 2012 122 511 A (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ЗАЯВКА НА ИЗОБРЕТЕНИЕ (21)(22) Заявка: 2012122511/06, 09.12.2009 (71) Заявитель(и): ТОЙОТА ДЗИДОСЯ КАБУСИКИ КАЙСЯ (JP) Приоритет(ы): (22) Дата подачи заявки: 09.12.2009 (43) Дата публикации заявки: 20.01.2014 Бюл. № 2 (72) ...

УСТРОЙСТВО УПРАВЛЕНИЯ

... 1. Устройство управления, применяемое к системе, имеющей двигатель, сконфигурированный таким образом, что степень сжатия может быть изменена, и катализатор, размещенный в канале для выхлопного газа, выпускаемого из двигателя, содержащее: ! модуль определения степени сжатия, выполненный с возможностью определения степени сжатия; ! модуль оценки температуры, выполненный с возможностью оценки температуры катализатора на основе степени сжатия, определяемой посредством модуля определения степени сжатия; ! модуль управления степенью сжатия, выполненный с возможностью управления степенью сжатия; и ! модуль определения разрушения, выполненный с возможностью определения состояния разрушения катализатора на основе температуры катализатора, оцененной посредством модуля оценки температуры; ! при этом модуль управления степенью сжатия выполнен с возможностью управления степенью сжатия до постоянной степени при определении состояния разрушения катализатора, выполняемом посредством модуля определения ...

ДВИГАТЕЛЬ ВНУТРЕННЕГО СГОРАНИЯ

Двигатель внутреннего сгорания, включающий блок цилиндров с гильзами, в котором выполнены пустоты для охлаждающей жидкости, над блоком цилиндров размещенная головка блока цилиндров с камерами сгорания, внутри цилиндрических гильз размещены поршни, выполненные с возможностью возвратно-поступательного перемещения в гильзах, к которым примыкают камеры сгорания, расположенные в головках цилиндров, отличающийся тем, что гильзы цилиндров выдвинуты над верхней плоскостью блока цилиндра, а на цилиндрической поверхности выступающей части гильзы цилиндра выполнена выточка в виде паза, в котором расположено уплотнительное кольцо, при этом над блоком цилиндра расположена головка блока цилиндров, в которой со стороны блока цилиндров соосно с ним установлены цилиндрические гильзы, внутренний диаметр которых соразмерен внешнему диаметру цилиндрических гильз установленных в блоке цилиндров, при этом в верхней части блока цилиндров закреплены направляющие пальцы, продетые в отверстия в головке блока цилиндров ...

Gas change control for optimum control of IC engine with valves acted on hydraulically

The gas change control is designed so that on one side the working chambers (A3) of inlet closing valves of all cylinders or a group of cylinders are connected across freeable non-return valves (44) with a low pressure working chamber of a (A37) pressure balance unit (30), which is formed by a DWA piston (31), which slides in a larger finely machined bore of a connecting block (7). So that the smaller dia. end of the DWA piston (31, high pressure end) slides in a DWA cylinder (32). The working chamber (A32) of which is connected with a liquid damping system (FF,38). On the other side, the working chambers (A3) of the inlet closing valves of all engine cylinders or a cylinder group are connected with the liquid damping system (FF,38).

Crankshaft for internal combustion engine with variable compression, has crankshaft base body, which has lifting pin with eccentric bush, where distance piece is arranged between pinions

The crankshaft has a crankshaft base body (1), which has a lifting pin (5) with an eccentric bush. The eccentric bush is mounted on the lifting pin in a rotating manner. A setting shaft is provided with two screwed pinions, where a distance piece is arranged between the pinions.

ZWEITAKTVERBRENNUNGSMOTOR MIT VARIABLER VERDICHTUNG UND AUSLASSKANALKLAPPE

Brennkraftmaschine mit Verwendung eines Motors zum Verändern des Kompressionsverhältnisses und Verfahren zur Regelung der Brennkraftmaschine

May fireball cylinder for internal combustion engine e.g. petrol engine, has additional volume for adjusting compression ratios, where volume is adjustable by changing geometry of wall of additional volume

The cylinder (12) has a variable adjustable additional volume (24) for adjusting compression ratios, where the additional volume is connected with a combustion chamber (22) of an internal combustion engine. The additional volume is adjustable by changing geometry of a wall of the additional volume. The additional volume is enclosed partially by bellows and the wall of the additional volume is arranged inside a guiding tube.

Rotating cylinder valve engine

Improvements in Petrol, Alcohol, and the like Motors.

... 26,498. Canneval, E., and Journaux, J. Dec. 7, A.D. 1903, [date applied for under Patents Act, A.D. 1901]. Gas and like engines.-In engines where the ignition is produced by compression, the ignition point is determined by varying the amount of compression. Four cylinders of an engine working on the four-stroke cycle are shown in Figs. 2 and 3, and in the top of each cylinder are situated the inlet and outiet valves S and an aperture containing a piston P. These pistons are attached to eccentrics E by rods T, the lengths of which may be varied so as to adjust the position of the pistons P and consequently the amount of compression. The valves s are worked by cams and levers in the ordinary way, and a centrifugal power regulator R opens the air orifices of the carburetter when the engine races.

Improvements in or relating to the Valve Mechanism of Internal Combustion Engines.

Improvements in and relating to the operation of internal combustion engines

... 213,570. Seiliger, M. March 26, 1923, [Convention date]. Cylinders, varying clearance of; four-strokecycle engines.-Engines which are supplied with charging air from a compressor have the clearance variable to maintain constant compression ratio in the cylinder, the variation in the clearance and the adjustment of compressor pressure being regulated by hand. As shown applied to a four-stroke Diesel engine, a piston 12 is used in an additional clearance space 11. The piston 12 is connected through chain gear to a counterweight; the position of the piston is varied by adjusting the quantity of fluid contained in the space 18 behind the piston. The compressor supplying the air is driven from the engine through a clutch which may be opened to allow the engine to work without pre-compressed air. The regulating handles for the compressor suction and for the control of the fluid in the space 18, together with a manometer for the compressor delivery and an indicator for the counterweight, are mounted ...

Internal combustion engine

... 1,088,617. Varying compression ratio. W.G. LUNDQUIST. May 26, 1965 [June 30, 1964], No.22473/65. Heading F1B . In an I. C. engine, Fig. 1 (not shown), comprising four radial cylinder blocks, each block including two approximately parallel cylinders, Fig. 5 (not shown), having a common combustion chamber 14, the extent to which a plunger 28 extends into the combustion chamber may be varied to vary the engine compression ratio. Pressurized fluid flows through passages 54, 53 and port 43 to a chamber 39 in which the end of the plunger remote from the combustion chamber is located. This end is formed with a flange 28' which limits inward travel of the plunger. A manually operated valve 59 controls the proportion of pressurized fluid which is returned to the supply via passages 57, 58 and a return pipe (not shown). At starting valve 59 is closed and plunger 1 is forced to its furthest inward position, the supply of pressure fluid being then discontinued. After starting, valve 59 may be partially ...

ENGINE WITH VARIABLE COMPRESSION RATIO

PCT No. PCT/GB89/01098 Sec. 371 Date Mar. 11, 1991 Sec. 102(e) Date Mar. 11, 1991 PCT Filed Sep. 19, 1989 PCT Pub. No. WO90/03507 PCT Pub. Date Apr. 5, 1990.An internal combustion engine is described in which each combustion chamber (10) in the engine has an associated auxiliary chamber (18), and in which, for low compression ratio operation, the auxiliary chamber (18) is constantly connected to the combustion chamber (10) and, for high compression ratio operation, the auxiliary chamber (18) is connected to the combustion chamber (10) by a one way valve (24, 36, 38, 40) which permits gas flow only in the direction from the combustion chamber (10) towards the auxiliary chamber (18).

A two-stroke internal combustion engine with variable compression ratio and an exhaust port shutter

A two stroke internal combustion engine with variable compression ratio

A two-stroke internal combustion engine comprising at least one piston 19 reciprocally within a cylinder 20, an exhaust port 23 allowing communication of the cylinder with an exhaust passage 24, where the port is opened and closed by the piston during the reciprocal motion thereof, a moveable shutter mechanism 1 for varying the effective area of the exhaust port, where the shutter mechanism varies the effective area cyclically in a timed relationship to the reciprocal motion of the piston within the cylinder, a compression ratio variation mechanism for varying a compression ratio of the cylinder, sensors for measuring one or more operating characteristics of the engine and for generating signals corresponding thereto, and a control unit which processes the signals generated by the sensor means to control the motion of the shutter mechanism and the compression ratio variation mechanism to vary the compression ratio of the cylinder; wherein the engine can operate with a compression ratio ...

VARIABLE COMPRESSION RATIO INTERNAL COMBUSTION ENGINES

... 1345074 Two and four-stroke engines SOC NATIONALE D'ETUDE ET DE CONSTRUCTION DE MOTEURS D'AVIATION 30 July 1971 [3 Aug 1970] 36041/71 Heading F1B An auxiliary piston 9 in the head 3 of the main cylinder 1 has a variable stroke so that the compression ratio of the engine may be adjusted. In a four-stroke engine the piston 9 is operated through a rod 17 and a lever 18 from a crankpin 16 on the engine cam-shaft 7 and the pivot 19 of the lever is adjustable in position by an arm 21 on a shaft 22. The piston 9 reaches T.D.C. I at T.D.C. of the main piston 2 or up to 90 degrees of crank angle before and B.D.C. of the piston 9 is adjustable between a position II providing the maximum compression ratio and a position III providing the minimum compression ratio. The piston 9 may define one end wall of a chamber 12 having a fuel injector 13 and opening to the cylinder 1 through an orifice 14. The auxiliary cylinder 8 may open over its full cross-section to the cylinder 1, Fig.2 (not shown). In a ...

INTERNAL-COMBUSTION ENGINE WITH ROTARY ZYLINDERVENTIL

COMBUSTION ENGINE

HIGH SPEED ENGINE WITH VARIABLE COMPRESSION RATIO AND VARIABLE LOAD (VCRC ENGINE)

RIGGING DEVICE FOR AN ENGINE WITH VARIABLE COMPRESSION RATIO

SECONDARY ACT COMBUSTION ENGINE WITH VARIABLE COMPRESSION AND DISCHARGE OPENING CHANNEL FLAP

TURBO-FUEL ENGINE WITH VARIABLE CONTROLLING OF THE PHOTOGRAPH VALVES

EINRICHTUNG ZUM BETRIEB EINER BRENNKRAFTMASCHINE

Method and system for the diagnosis and/or control of a reciprocating piston engine with a variable compression ratio

Die vorliegende Erfindung betrifft ein Verfahren zur Diagnose und/oder Steuerung einer Hubkolbenmaschine mit einem variablen Verdichtungsverhältnis, wobei das Verfahren die Arbeitsschritte 5 aufweist: – Ermitteln (S30) eines ersten Wertes (U1,1; U1,2; D1) eines Drehungleichförmigkeits- Parameters einer Kurbelwelle (1) der Hubkolbenmaschine; und – Ermitteln (S60) eines Wertes eines Verdichtungsverhältnis-Parameters für die Hubkolbenmaschine auf Basis dieses ersten Drehungleichförmigkeits-Parameter- 10 Wertes.

Control device for determining a defect for a VCR connecting rod

Die vorliegende Erfindung betrifft eine Steuervorrichtung für ein VCR-Pleuel (6.1, 6.2, 6.3), das mittels einer Ansteuerschaltung (25.1) betätigbar ist. Ein solches VCR-Pleuel (6.1, 6.2, 6.3) soll einen sicheren Betrieb ermöglichen. Hierzu ist eine Detektionseinrichtung (42) zum Ermitteln eines Defekts der Ansteuerschaltung (25.1) vorgesehen. Des Weiteren bezieht sich die Erfindung auf ein entsprechend zugehöriges Verfahren zum Betreiben einer Ansteuerschaltung (25.1) eines VCR-Pleuels (6.1, 6.2, 6.3) eines Verbrennungsmotors.

INTERNAL COMBUSTION ENGINE

Die Erfindung betrifft Brennkraftmaschine (1) mit variablem Verdichtungsverhältnis mit zumindest einem Zylinder, insbesondere genau einem Zylinder, wobei die Brennkraftmaschine (1) einen Zylinderblock (B), einen Zylinderkopf (K), ein mit dem Zylinderkopf (K) fest verbundenes Führungselement sowie zumindest eine Hebevorrichtung (2) aufweist. Die Erfindung betrifft außerdem ein dazugehöriges Verfahren. Aufgabe der Erfindung ist es eine robuste Brennkraftmaschine mit variablem Verdichtungsverhältnis bereitzustellen, deren Verluste reduziert sind. Diese Aufgabe wird erfindungsgemäß dadurch gelöst, dass die zumindest eine Hebevorrichtung (2) zwischen Zylinderkopf (K) und Zylinderblock (B) angeordnet ist, um den Abstand zwischen Zylinderkopf (K) und Zylinderblock (B) zu verändern.

MEHRZYLINDRIGE DIESEL INTERNAL-COMBUSTION ENGINE WITH VARIABLE VALVE GEAR

VALVE ARRANGEMENT.

COMBUSTION ENGINE

INTERNAL-COMBUSTION ENGINE WITH ROTARY ZYLINDERVENTIL

INTERNAL-COMBUSTION ENGINE WITH ROTARY ZYLINDERVENTIL

INTERNAL-COMBUSTION ENGINE WITH ROTARY ZYLINDERVENTIL

INTERNAL-COMBUSTION ENGINE WITH ROTARY ZYLINDERVENTIL

INTERNAL-COMBUSTION ENGINE WITH ROTARY ZYLINDERVENTIL

INTERNAL-COMBUSTION ENGINE WITH ROTARY ZYLINDERVENTIL

INTERNAL-COMBUSTION ENGINE WITH ROTARY ZYLINDERVENTIL

INTERNAL-COMBUSTION ENGINE WITH ROTARY ZYLINDERVENTIL

INTERNAL-COMBUSTION ENGINE WITH ROTARY ZYLINDERVENTIL

INTERNAL-COMBUSTION ENGINE WITH ROTARY ZYLINDERVENTIL

INTERNAL-COMBUSTION ENGINE WITH ROTARY ZYLINDERVENTIL

INTERNAL-COMBUSTION ENGINE WITH ROTARY ZYLINDERVENTIL

CONTINUOUS CAMLOBE PHASING APPARATUS AND METHOD THEREFOR

APPARATUS AND METHOD FOR CONTINUOUS CAMLOBE PHASING

Piston arrangement and internal combustion engine

A piston arrangement comprising a cylinder, a piston head movable along a piston axis within the cylinder, a con rod, and a track having a path; wherein the con rod has a first end which is coupled to the piston head and a second end which is coupled to the track; wherein the track is adapted to be moved relative to the cylinder and is shaped such that, as the track moves relative to the cylinder, the piston head moves in reciprocating motion along the piston axis in accordance with the path of the track; wherein the path of the track is shaped such that piston head displacement is non simple harmonic with respect to displacement of the track relative to the cylinder. Also an internal combustion engine including the piston arrangement.

SPARK-IGNITED INTERNAL COMBUSTION ENGINE

An internal combustion engine comprises a variable compression ratio mechanism (A) capable of varying the mechanical compression ratio and a variable valve timing mechanism (B) capable of controlling the closing timing of an intake valve (7). In a low-load operating range except an idling operation, the mechanical compression ratio is maintained at a maximum mechanical compression ratio, and in the idling operation, the mechanical compression ratio is lower than the maximum mechanical ratio.

INTERNAL COMBUSTION ENGINE

Moteur à explosion à combustion interne comprenant au moins un cylindre et un piston monté sur un vilebrequin, chaque cylindre comprenant au moins uns soupape d'admission et une oupape d'échappement. A l'extrémité du cylindre correspondant au point mort haut du piston, deux conduits sont ménagés communiquant avec un second cylindre, un second piston agencé dans ce dernier pour délimiter deux chambres, chacune de ces dernières communiquant avec le cylindre par un des conduits précités. Des moyens d'injection et des moyens d'allumage étant disposés dans la chambre, des moyens élastiques d'amortissement de chocs, sous tension prédéterminée d'une butée, sont interposés entre la commande et la tige du piston, ce dernier délimitant la chambre en synchronisation avec la quantité du débit de la pompe d'injection par les moyens de commande, de manière à obtenir une combustion d'une partie du fluide admis librement dans le cylindre avec un taux de compression à pression constante.

METHOD FOR A DIESEL ENGINE AND DIESEL ENGINE

The present invention relates to a procedure to minimize NOx during varying engine loads in a 4-stroke diesel engine comprising at least one cylinder with a cylinder head (1), a reciprocating first piston (2) mounted on a connecting rod (3), one actuator (4) mounted on the cylinder-head and one of the actuator operated second piston (5) which can be locked via a hydraulic circuit (6) in various positions in a combustion chamber (7), at least one of the cylinder head existing outlet valves (8) for exhaust gas evacuation, at least one on the cylinder head existing free controlled inlet valve (10) for the supply of combustion air, at least one to the combustion chamber (7) connected injector (9) for injection of fuel in said chamber. The procedure is characterized in that the second piston (5), at the latest during the current compression stroke is actuated by the actuator (4) and is locked by the hydraulic circuit (6) at a position in the combustion chamber (7), where it by the first piston ...

PISTON ARRANGEMENT AND INTERNAL COMBUSTION ENGINE

A piston arrangement comprising a cylinder, a piston head movable along a piston axis within the cylinder, a con rod, and a track having a path; wherein the con rod has a first end which is coupled to the piston head and a second end which is coupled to the track; wherein the track is adapted to be moved relative to the cylinder and is shaped such that, as the track moves relative to the cylinder, the piston head moves in reciprocating motion along the piston axis in accordance with the path of the track; wherein the path of the track is shaped such that piston head displacement is non simple harmonic with respect to displacement of the track relative to the cylinder. Also an internal combustion engine including the piston arrangement.

HIGH EFFICIENCY INTERNAL EXPLOSION ENGINE

A four-stroke, piston-powered internal explosion ('IE') engine for providing power output through a rotating crankshaft. The IE engine includes an engine block having power cylinders formed therein for receiving working pistons, bearing means for supporting the crankshaft, and a crankshaft supported within the bearing means having an output end extending outside of the engine block and a plurality of offset power cranks. The IE engine further includes connecting rods operably coupled to the power cranks and configured to transfer power from the working pistons to rotate the crankshaft, and working pistons that are received into the power cylinders and operably coupled to the power cranks. Each working piston has a head end positioned adjacent to a cylinder head to form a compression chamber and is configured to receive power from an explosion of a compressed volume of air/fuel mixture located within the compression chamber, and to transfer the received power to the connecting rods. The ...

Brennkraftmaschine, an deren Zylinder mindestens eine Ladekammer angeordnet ist.

Procédé pour obtenir une température d'inflammation ne variant pas essentiellement, quelle que soit la vitesse du moteur, dans les moteurs à combustion interne dans lesquels cette température est obtenue par compression, et moteur pour la mise en oeuvre de ce procédé.

Gas engine

Verfahren und Einrichtung zur Änderung des Verdichtungsverhältnisses von Verbrennungsmotoren.

Motore a combustione interna.

Cylindre de moteur à combustion interne.

Einrichtung an Verbrennungskraftmaschinen zum Regeln des Kompressionsdruckes.

Im Zweitaktverfahren arbeitende Kolbenmaschine, insbesondere zur Erzeugung von Treibgasen

Groupe comprenant un moteur à combustion interne à piston à deux temps entraînant un compresseur

Brennkraftmaschine

Vorrichtung zur Steuerung des Druckanstiegs und des Höchstdruckes in einer Brennkraftkolbenmaschine

Method for additional reduction of the compression ratio of a piston internal combustion engine and distance piece for implementing the method

METHOD OF MINIMIZATION OF EMISSION OF NITROGEN OXIDES FOR DIESEL ENGINE AND DIESEL ENGINE

The connecting-rod of variable length

Connecting rod of variable length

A two-stroke internal combustion engine with variable compression ratio and an exhaust port shutter and a method of operating such an engine

The invention relates to a two- stroke internal combustion engine and more particularly to an arrangement for varying the compression ratio of such and the area of an exhaust port of a cylinder of such. There is described a two- stroke internal combustion engine comprising at least one piston (19) reciprocable within a cylinder (20), an exhaust port (23) allowing communication of the cylinder (20) with an exhaust passage (24), which port is opened and closed by the piston (19) during the reciprocal motion thereof, moveable shutter means (1) for varying the effective area of the exhaust port (23), which shutter means (1) varies the effective area cyclically in a timed relationship to the reciprocal motion of the piston (19) within the cylinder (20), a compression ratio variation mechanism for varying a compression ratio of the cylinder (20), sensor means (12); for measuring one or more operating characteristics of the engine and for generating signals corresponding thereto, and a control ...

Premixed charge compression ignition engine with optimal combustion control

Device improved to vary the compression ratio of the engines with oil with ignition by compression

Diesel engine with precompression of the air for combustion for the increase in the power

Engine with combustion chamber to variable volume automatically and constant compression

SYSTEME VARIATEUR DE COMPRESSION POUR MOTEURS A COMBUSTION INTERNE

SYSTEME VARIATEUR DE COMPRESSION POUR MOTEURS A COMBUSTION INTERNE DONT LE TAUX DE COMPRESSION EST VARIABLE PAR REGULATION HYDRAULIQUE DU MOUVEMENT DE VA-ET-VIENT D'UN PISTON SECONDAIRE 17 MONTE COULISSANT DANS UN CYLINDRE SECONDAIRE 15 COMMUNIQUANT AVEC UNE CHAMBRE DE COMBUSTION 6, COMPRENANT UNE VANNE DE COMMANDE 21 DESTINEE A COMMANDER L'ALIMENTATION EN HUILE SOUS PRESSION D'UNE CHAMBRE A HUILE 19 MENAGEE A L'ARRIERE DU PISTON SECONDAIRE ET COMMUNIQUANT PAR DES CONDUITS AVEC UN ORIFICE DE FUITE 34 POUR L'EMISSION D'HUILE CREUSE DANS UN ELEMENT CREUX A MOUVEMENT DE VA-ET-VIENT 26 LIE AU PISTON SECONDAIRE ET PORTANT UN ELEMENT MOBILE DE REGULATION DE FUITE 35.

Improvements with the internal combustion engines

Purification of organic auxiliary liquids for the processes of formaldehyde polymerization

DEVICE TO ADJUST THE COMPRESSION RATIO OF AN INTERNAL COMBUSTION ENGINE

Variable compression ratio IC engine - has second piston in cylinder head controlled by inlet depression

DIESEL ENGINE WITH VARIABLE CAPACITY COMBUSTION CHAMBER

Auxiliary cylindrical room with variable volume for heads of spark-ignition engines

Internal combustion engine with a variable compression ratio

method of controling a rate of mechanical compression via a mechanism of varying compression

Anordning vid ett cylinderhuvud

Förfarande för styrning av arbetsförloppet i en förbränningskolvmotor samt motor för genomförande av förfarandet

Arrangemang för förhindrande av lagerrelaterat oljud vid förbränningsmotor med variabelt kompressionsförhållande

SPARK IGNITION TYPE INTERNAL COMBUSTION ENGINE

An internal combustion engine has a variable compression ratio mechanism (A) capable of changing a mechanical compression ratio and also has a variable valve timing mechanism (B) capable of controlling timing of closure of an intake valve (7). On the low engine load operation side, the mechanical compression ratio is maintained at the highest level, and on the high engine load operation side, the ratio is gradually reduced with an increase in the engine load. Combustion at a theoretical air-fuel ratio is taken place on the high engine load operation side, and combustion at a lean air-fuel ratio is taken place on the low engine load operation side where the mechanical compression ratio is at the highest level.

INTERNAL COMBUSTION ENGINE

An internal combustion engine comprising a cylinder, a piston located in the cylinder and connected to a crank shaft for reciprocal motion, a fuel injector, an oxidising agent injector, an exhaust valve. The engine is configured to inject the oxidising agent in the first and second distinct stages. The oxidising agent may be air.

METHOD OF CONTROLLING PREMIX COMPRESSION SELF-IGNITING INTERNAL COMBUSTION ENGINE

A method of controlling a premix compression self-igniting internal combustion engine in which intake air and fuel are mixed in advance in a combustion chamber and the mixture is self-ignited by compression. Optimal self-ignition timing in accordance with operation condition can be obtained with the method for improved combustion. An exhaust valve (9) is temporarily reopened during a compression stroke, and timing of closing the reopened valve is variable, so that timing of the closure is varied for an effective compression ratio at which optimal self-igniting timing can be obtained at each operation region. A valve closure timing map for the exhaust valve reopening is formed from an engine speed and load, and closure timing of the exhaust valve (9) is varied based on the map. The closure timing of the exhaust valve (9) is varied such that an effective compression ratio is increased in an operation region where the load is small, and the ratio is reduced with an increase in the load.

Single piston sleeve valve with optional variable compression ratio capability

An internal combustion engine can include a piston moving in a cylinder and a junk head disposed opposite the piston head in the cylinder. The junk head can optionally be moveable between a higher compression ratio position closer to a top dead center of the piston and a lower compression ratio position further from the top dead center position of the piston. At least one intake port can deliver a fluid comprising inlet air to a combustion chamber within the cylinder. Combustion gases can be directed out of the combustion volume through at least one exhaust port. One or both of the intake port and the exhaust port can be opened and closed by operation of a sleeve valve that at least partially encircles the piston. Related articles, systems, and methods are described.

Two-stroke internal combustion engine with variable compression ratio and an exhaust port shutter and a method of operating such an engine

A two-stroke internal combustion engine for varying the compression ratio and the area of an exhaust port of a cylinder includes at least one piston reciprocable within a cylinder, an exhaust port opened and closed by the piston during the reciprocal motion thereof, moveable shutter means for varying the effective area of the exhaust port, a compression ratio variation mechanism for varying a compression ratio of the cylinder, sensor means for measuring one or more operating characteristics of the engine and for generating signals corresponding thereto, and a control unit which processes the signals generated by the sensor means and controls the motion of the shutter means accordingly and controls the compression ratio variation mechanism to vary the compression ratio of the cylinder; wherein the engine can operate with a compression ratio in the range 30:1 to 50:1.

Internal combustion engine with partial deactivation and method for the operation of an internal combustion engine of said type

A system is provided for an internal combustion engine comprising, at least two cylinders wherein the at least two cylinders form at least two groups, wherein each group comprises at least one cylinder, the at least one cylinder of at least one group being formed as a cylinder which can be activated in a load-dependent manner and which is deactivated if a predefined load is undershot. The at least two groups are characterized by different cylinder volumes, the at least one cylinder of a first group having a lesser cylinder volume and the at least one cylinder of a second group having a greater cylinder volume; and the at least one cylinder of the second group comprises an activatable and deactivatable cylinder. Use of the first cylinder group, and deactivation of the second cylinder group during partial loads increases engine efficiency and fuel economy.

CONTROL DEVICE TO ACHIEVE VARIABLE COMPRESSION RATIO FOR TRIANGLE ROTARY ENGINE

The present invention provides an actuator that can realize the different compression ratios of the rotary engine. The invention actuator described above, includes three parts: the eccentric shaft part, the triangle rotor part and the control system. The eccentric shaft part which is described above, includes the front part of the eccentric shaft, the combination of electric three jaw and the rear part of the eccentric shaft. The triangle rotor part which is described above, includes the variable volume actuator, the front part of the rotor and the rear part of the rotor. The control system which is described above, includes the control system of electric three jaw and the rotating joint. The expansion and contraction of the electric three jaw described above, are controlled by the control system of electric three jaw described above. The eccentric shaft part described above passes through the triangle rotor part described above, to make the combination of electric three jaw to arrange in the annular groove described above. The reciprocating motion of the variable volume actuator described above, is controlled by the expansion and contraction of the claw top of the electric three-jaw. The invention can adjust the engine compression ratio through the whole compression ratio adjustment system, to make the rotary engine always work in the best compression ratio under different working conditions. Therefore, the invention can improve the performance of rotary engine significantly. 1. (canceled)2. The actuator of claim 6 , which can achieve different compression ratios for rotary engine claim 6 , wherein the surroundings of the variable volume plate claim 6 , is arranged with the seal groove; The seal groove described above claim 6 , is equipped with the wave spring; The sealing strip which is used as a seal between the variable volume plate and the rotor pocket claim 6 , is installed on the outside of the wave spring.3. The actuator of claim 6 , which can achieve ...

FAILURE DIAGNOSIS APPARATUS FOR VARIABLE COMPRESSION RATIO MECHANISM

A failure diagnosis apparatus according to the present disclosure is applied to a variable compression ratio mechanism that can switch the compression ratio of an internal combustion engine between at least a first compression ratio and a second compression ratio lower than the first compression ratio. When the variable compression ratio mechanism is controlled so as to set the compression ratio of the internal combustion engine to the second compression ratio, the failure diagnosis apparatus advances the ignition timing of one cylinder to a knock inducing ignition timing more advanced than the MBT that does not lead to the occurrence of knock if the actual compression ratio of that cylinder is the second compression ratio but leads to the occurrence of knock if the actual compression ratio of that cylinder is the first compression ratio and diagnoses failure of the variable compression ratio mechanism on the basis of whether knock occurs or not. 1. A failure diagnosis apparatus for a variable compression ratio mechanism for use in a spark-ignition internal combustion engine provided with a variable compression ratio mechanism capable of switching the compression ratio of the internal combustion engine having a plurality of cylinders between at least a first compression ratio and a second compression ratio lower than the first compression ratio and including a compression ratio changing mechanism provided in each of the cylinders of the internal combustion engine , a knock sensor attached to the internal combustion engine , and an ignition plug attached to each of the cylinders of the internal combustion engine ,the failure diagnosis apparatus comprising:a controller comprising at least one processor configured to:perform advancing process for diagnosis to advance the ignition timing of one cylinder of the internal combustion engine to a knock inducing ignition timing more advanced than the MBT that does not lead to the occurrence of knock if the actual compression ...

ROTARY VALVE ENGINE

A reciprocating engine includes an engine body presenting an internal chamber and a fluid intake that supplies intake fluid to the internal chamber. The engine also includes a piston that oscillates within the internal chamber during engine operation. The engine body includes a block and a head that form the internal chamber. 1. A reciprocating engine comprising:an engine body presenting an internal chamber and a fluid intake that supplies intake fluid to the internal chamber;a piston that oscillates within the internal chamber during engine operation,said engine body including a head that presents a passage intersecting the internal chamber; anda head plug adjustably axially positioned at least partly within the passage, with movement of the head plug axially along the passage serving to adjust the compression ratio of the internal chamber.2. The reciprocating engine as claimed in claim 1 ,said head plug presenting a lower combustion surface that defines a plug concave opening.3. The reciprocating engine as claimed in claim 2 ,said plug concave opening defining a spherical cap shape.4. The reciprocating engine as claimed in claim 2 ,said piston presenting a side surface and an upper combustion surface that defines a piston concave opening spaced from the side surface, with the concave openings being opposed to one another.5. The reciprocating engine as claimed in claim 4 ,said concave openings each defining a spherical cap shape,said concave openings being adjacent one another and cooperatively forming an approximately spherical combustion volume within the internal chamber when the piston is located at top dead center.6. The reciprocating engine as claimed in claim 5 ,said piston concave opening comprising a semispherical opening.7. The reciprocating engine as claimed in claim 6 ,said upper combustion surface including a planar upper surface that surrounds the semispherical opening and cooperates with the engine body to define a bump clearance dimension when the ...

CONTROL DEVICE FOR INTERNAL COMBUSTION ENGINE

A control device of an internal combustion engine provided with a compression ratio control part controlling a mechanical compression ratio to a target compression ratio. The compression ratio control part is configured provided with an optimum compression ratio calculating part calculating an optimum compression ratio in an engine operating state based on the engine operating state, a permittable changed compression ratio calculating part calculating a permittable changed compression ratio giving an effect of improvement of the fuel efficiency even considering the amount of fuel consumed by driving a motor when the optimum compression ratio is higher than a target compression ratio, and a target compression ratio changing part changing the target compression ratio to the permittable changed compression ratio if the optimum compression ratio is higher than the target compression ratio and the optimum compression ratio becomes the permittable changed compression ratio or more. 1. A control device for an internal combustion engine for controlling an internal combustion engine provided with:an engine body; anda variable compression ratio mechanism configured to drive a motor to thereby enable change of a mechanical compression ratio of the engine body,which control device comprises a compression ratio control part configured to control the mechanical compression ratio to a target compression ratio,the compression ratio control part comprising:an optimum compression ratio calculating part configured to calculate an optimum compression ratio in the engine operating state based on the engine operating state;a permittable changed compression ratio calculating part configured to calculate a permittable changed compression ratio higher than the target compression ratio giving the effect of improvement of the fuel efficiency even if considering the amount of fuel consumed by driving the motor when the optimum compression ratio is higher than the target compression ratio; anda ...

Expandable Joint for Variable Compression Ratio Engines

According to the present invention an expandable joint is made without removable bearing caps by preassembling eccentric bushings onto the hinge pin. The expandable joint has a hinge type construction, but with the journals for each side of the hinge being spaced apart so that the distance between the two sides of the hinge changes with rotation of the hinge pin. The expandable joint of the present invention is assembled by sliding the hinge pin into the hinged joint with the eccentric bushings attached. Once the hinge pin is in place, the eccentric bushings are locked in place with fasteners so that they do not rotate. After the eccentric bushings are locked in place, the hinge pin can be turned to expand the joint. The expandable joint is intended for use in variable compression ratio engines, where expansion of the joint changes the compression ratio of the engine. 1246810. An eccentric hinged joint () having a first bearing housing () having a plurality of primary journal bearings () , and a second bearing housing () having a plurality of secondary journal sockets () , and{'b': 12', '14', '16, 'a hinge pin () having a plurality of primary journals () and a plurality of secondary journals (),'}{'b': 14', '18', '16', '20', '20', '18, 'said primary journals () defining a first journal axis () and said secondary journals () defining a second journal axis (), said second journal axis () being offset from said first journal axis (),'}{'b': 2', '22', '22', '10, 'wherein said eccentric hinged joint () further includes one or more eccentric bushings (), said one or more eccentric bushings () being located in said second secondary journal sockets (),'}{'b': 14', '6', '16', '22', '2, 'said primary journals () being rotatably mounted in said primary journal bearings (), and said secondary journals () being rotatably mounted in said eccentric bushings () for providing eccentric motion of the eccentric hinged joint ().'}22422102210. The eccentric hinged joint of claim 1 , ...

METHOD FOR PROVIDING VARIABLE COMPRESSION RATIO IN A COMBUSTION ENGINE AND DEVICE FOR THE METHOD

The present invention concerns a method for providing a variable compression ratio in a combustion engine, where the combustion chamber () is formed substantially by a piston bowl in the main piston (), comprising a secondary piston () being displaceable against spring action between an upper/outer position which provides minimal volume of the combustion chamber () and lower/inner position which provides maximum volume of the combustion chamber (), or in a position therebetween depending on introduced air mass before the compression stroke. The method is characterized in arranging said secondary piston () resting on a spring () with substantially constant spring force adapted such that introduced air mass is to be compressed to a predetermined pressure at the end of the compression stroke. The invention also concerns a corresponding device and a diesel engine comprising such a device. 1. A method for providing a variable compression ratio in a diesel engine comprising a combustion chamber formed substantially by a piston bowl in a main piston , the diesel engine comprising a secondary piston being displaceable against spring action between an upper/outer position which provides minimal volume of the combustion chamber and a lower/inner position which provides maximum volume of the combustion chamber , or in a position therebetween depending on introduced air mass before a compression stroke , wherein the method comprises:arranging said secondary piston resting on a spring with substantially constant spring force adapted such that introduced air mass is compressed to a predetermined pressure at an end of the compression stroke, wherein the predetermined pressure is substantially equal when said secondary piston is in said upper/outer position and in said lower/inner position.2. The method according to claim 1 , wherein said spring force further is adapted such that the secondary piston is displaced to the lower/inner position during a working stroke when fuel is ...

IC ENGINE CYLINDER AND PISTON

An internal combustion engine has at least one engine cylinder which is closed at an end by a cylinder head and within which a piston reciprocates. The cylinder head has a plunger receptacle and the piston has a plunger which, when the piston is reciprocating within the engine cylinder over an engine cycle's range between BDC and an intermediate position spaced from both TDC and BDC, fully opens the plunger receptacle to the interior of the engine cylinder, and which, when the piston is reciprocating over an engine cycle's range between the intermediate position and TDC position, enters the plunger receptacle to compress an air-fuel mixture at higher compression ratio in the plunger receptacle where it is ignited and subsequently used to ignite the rest of the mixture during piston downstroke. 1. An internal combustion ignition engine comprising:an engine cylinder which has a lengthwise extending central axis and an interior within which an air-fuel mixture which has been introduced into the engine cylinder combusts to power the engine;a cylinder head closing an axial end of the engine cylinder;a piston which, during engine cycles, reciprocates axially within the engine cylinder between a TDC position and a BDC position and which comprises a piston head confronting the cylinder head;the cylinder head and the piston head collectively comprising a plunger receptacle in one of the cylinder head and the piston head, and in the other of the cylinder head and the piston head, a plunger a) which when the piston is reciprocating over an engine cycle's range between BDC position and a first intermediate position spaced from both TDC position and BDC position, fully opens the plunger receptacle to the interior of the engine cylinder, b) which when the piston is reciprocating over an engine cycle's range between the first intermediate position and a second intermediate position which is spaced between the first intermediate position and TDC position, cooperates with the ...

AIR SUPPLY CONCEPTS TO IMPROVE EFFICIENCY OF VCRC ENGINES

The air supply to internal combustion engines using variable compression ratio and variable fuel supply VCRC, is improved. The improvements involve increasing thermal efficiency and/or reducing production of pollutants by this engine. The improvements can also be used with other engines that are regulated by fuel supply such as two-stroke diesel engines. These improvements are directed to engines in two basic categories; those with mechanical blowers only and those with turbo charging. 119-. (canceled)20. In a two-stroke internal combustion engine of the type in which output torque is controlled by fuel delivery and in which pollutants are minimized , while efficiency is enhanced by starting sequential combustion of fuel and air in a cyclically varying expansion volume comprising a device to initiate ignition for a first phase of combustion with a substantially uniform mixture of the fuel and air , enough richer than stoichiometric to suppress the formation of oxides of nitrogen , with said cyclically varying expansion volume containing substantially all the fuel to be burned in one cycle together with only some of the air in one cycle , and with the subsequent combining of the combustion products of said first phase of combustion with all the remaining air in said one cycle to substantially complete the combustion of all the fuel in a second phase of combustion , the two-stroke internal combustion engine including:a. a blower providing air flow to said engine;b. a coupling driving said blower, said engine, said coupling being usable to control a ratio of a rotational speed of said engine to a rotational speed of said blower;c. a controllable throttle valve in the air flow out of said blower to said engine;d. a passage between the air flow out of said controllable throttle valve and the exterior air;e. a controllable vent valve located at an end of said passage remote from said controllable throttle valve, said controllable vent valve normally being closed; andf. a ...

CONTROL METHOD FOR INTERNAL COMBUSTION ENGINE AND CONTROL DEVICE FOR INTERNAL COMBUSTION ENGINE

A control method and a control device are provided for an internal combustion engine structured to vary a mechanical compression ratio by varying a range of slide of a piston with respect to a cylinder bore. A control process includes: acquiring a temperature correlating with a cylinder bore wall temperature; fixing the mechanical compression ratio to a preset compression ratio point, in response to a condition that the acquired temperature is lower than a preset temperature point; and setting the preset temperature point higher than a point corresponding to a point of the cylinder bore wall temperature at which condensed water occurs in the cylinder bore. 17.-. (canceled)8. A control method for an internal combustion engine structured to vary a mechanical compression ratio by varying a range of slide of a piston with respect to a cylinder bore , the control method comprising:acquiring a temperature correlating with a cylinder bore wall temperature;fixing the mechanical compression ratio to a preset compression ratio point, in response to a condition that the acquired temperature is lower than a preset temperature point; andsetting the preset temperature point higher than a point corresponding to a point of the cylinder bore wall temperature at which condensed water occurs in the cylinder bore.9. The control method as claimed in claim 8 , wherein the piston includes a piston crown claim 8 , a first piston ring claim 8 , and a second piston ring claim 8 , and wherein the first piston ring is closer to the piston crown than the second piston ring claim 8 , the control method comprising:setting the preset compression ratio point to an intermediate compression ratio point between a minimum compression ratio point and a maximum compression ratio point of a range of control, wherein the first piston ring is higher in position when the mechanical compression ratio is at the preset compression ratio point than the second piston ring when the mechanical compression ratio is ...

Control device for spark-ignition engine

A controller (an engine controller 100 ) feeds a fuel into a cylinder 11 through a fuel feeder (including a fuel injection valve 53 and a fuel feeding system 54 ) when the cylinder 11 is in an intake stroke and a compression stroke and if an engine body (an engine 1 ) is both in a cold running phase and under a heavy load. The engine body at or below a predetermined temperature is in the cold running phase. The load applied to the engine body is heavy when the engine body is under at least a predetermined load. The controller also lowers the upper limit of the charging efficiency of the engine body as the vaporization rate of the fuel fed into the cylinder decreases.

Crankshaft and conrod assembly

A crankshaft and conrod assembly (100) comprising a crankshaft (110) and a conrod (150), wherein the crankshaft (110) comprises at least one main journal (111) and one crankpin journal (112), where the crankshaft (110) is provided with an oil supply structure for supplying the crankpin journal (112) with lubrication oil and the conrod (150) with an oil pressure, wherein the oil supply structure comprises: an oil supply conduit (113) provided between the main journal and the crankpin journal (112), at least a first and a second oil supply opening (114, 115) provided at the crankpin journal (112), and a connection point (116) where the oil supply conduit (113) connects to the first and second oil supply opening (114, 115).

FUEL INJECTION SYSTEM FOR AN INTERNAL COMBUSTION ENGINE

With reference to FIG. the present invention provides an internal combustion engine comprising a variable volume combustion chamber (), an air intake passage (), a throttle (), a bypass passage () which bypasses the throttle () and via which air and/or recirculated exhaust gas is supplied to the intake passage () via a delivery nozzle () located downstream of the throttle (). A fuel injector () delivers fuel to a mixing chamber and the bypass passage () is connected to the mixing chamber so that air or recirculated exhaust gas flowing through the bypass chamber entrains fuel present in the mixing chamber and a resulting mixture is delivered to the intake passage () via the delivery nozzle (). 1. An internal combustion engine comprising:a variable volume combustion chamber;an air intake passage supplying air to the combustion chamber via an air intake valve;a throttle provided in the air intake passage for throttling flow of air through the air intake passage;a venture formed in the air intake passage downstream of the throttle;a bypass passage which bypasses the throttle and via which air and/or recirculated exhaust gas is supplied to the venture of the intake passage via, a delivery outlet located in a throat of the venturi;a fuel injector;fuel and air mixing means comprising a bypass flow chamber, connected to the bypass passage, surrounding a mixing chamber, the mixing chamber being enclosed within the bypass flow chamber and arranged such that the fuel can accumulate in and fill up the mixing chamber for subsequent entrainment; anda control unit operatively associated with the injector and the intake valve to deliver fuel from the fuel injector to the mixing chamber while the air intake valve is closed;wherein the bypass passage is connected to the fuel and air mixing means so that air or recirculated exhaust gas flowing through the bypass passage passes through the mixing chamber, entrains fuel present in the mixing chamber and a resulting mixture is delivered ...

Variable cycle engine

A variable cycle engine may include a first cylinder that performs an intake, a compression, an explosion, or an exhaust stroke, a second cylinder that performs an intake, a compression, an explosion, or an exhaust stroke, a connection rail that is formed near the first cylinder and the second cylinder, a first variable port that is diverged from one side of the connection rail and is connected to the first cylinder, a second variable port that is diverged from the other side of the connection rail and is connected to the second cylinder, and a first variable control valve disposed on the first variable port and a second variable control valve disposed on the second variable port, wherein the first and second variable control valves are opened or closed accordingly with respect to each other to directly connect the first cylinder with the second cylinder.

Variable compression ratio device

The present invention relates to an electromechanical device for incorporation into the design and manufacture of internal combustion engines, which comprises the joining of two specific mechanisms, the first being an elaborate mechanism, called the cam actuator, which makes it possible, through the movement of these cams, to alter, under the control of an electronic control unit, the relative position of the crankshaft with respect to the top dead center of the pistons, inside the cylinder, increasing or decreasing the compression ratio according to the requirements of the engine. The second mechanism is the rotational coupler, formed by an internally-toothed gear, the ring gear, and a shaft with external gear teeth, the sprocket, to be applied at one or both ends of the crankshaft of the engines.

Variable Compression Ratio Engine by Hydraulic-Mechanical Mechansim

Variable compression ratio (VCR) in reciprocating internal combustion engine must be achieved in very short time or in less than 10 degrees from TDC. To accomplish this a closed-circuit system of hydraulic cylinder pump-follower driven by End-Cam, centered on the crankshaft journal, and a hydraulic jack linked to a mechanical scissor jack. This arrangement speeds up the VCR action while reduces pressure load on the VCR mechanism and allows for higher compression ratio. The rotation of the End-Cam with respect to the hydraulic cylinder pump engages the plunger-follower with the Cam rise/lift at TDC. Then starts pumping oil to the hydraulic jack that is linked to the scissor jack and lift/push up the engine piston. Addition of an actuator to the End-Cam advances or delays VCR action. This hydraulic-mechanical system is compact is size with options for various mechanical linkages and customizable in different ways that two configurations are presented. 1a rise and return hydraulic cylinder pumps with plungers follow an End-Cam and a hydraulic jack;a fixed or actuated End-Cam with/without outer groove leading to composite End-Face-Cam;a customized mechanical linkage to hydraulic jack with preference of scissor jack type; anda Face-Cam with two concentric semi-circle grooves as an additional or sole mechanical VCR driving the mechanical, scissor, linkage.. A variable compression ratio mechanism of a reciprocating internal combustion engine, comprising: This application claims the benefit of and takes priority from U.S. Provisional Application Ser. No. 62/732,286 filed on Sep. 17, 2018, the contents of which are herein incorporated by reference.The present invention generally relates to a reciprocating internal combustion engine with a variable compression ratio using hydraulic-mechanical mechanism capable of shifting-up the TDC position towards the head cylinder, hence reduces clearance volume and increases the compression ratio of the engine.Variable compression ratio ...

METHOD FOR CONTROLLING TRANSITIONS IN A VARIABLE DISPLACEMENT ENGINE

Methods and systems are provided for controlling transitions between engine operating modes in a four-cylinder engine. One method includes transitioning engine operation between two-cylinder, three-cylinder, and four-cylinder modes wherein the transitioning includes a sequence of firing events such that successive firing events are separated by at least 120 crank angle degree intervals. 1. A method comprising transitioning an engine with only four cylinders between two-cylinder , three-cylinder , and four-cylinder modes of operation , the transitioning including a sequence of at least two firing events , wherein the at least two firing events are successive and are separated by at least 120 crank angle degrees.2. The method of claim 1 , wherein the engine operates with even firing intervals in the two-cylinder and three-cylinder modes claim 1 , and wherein the engine operates with uneven firing intervals in the four-cylinder mode.3. The method of claim 2 , wherein the firing interval in the two-cylinder mode is 360 crank angle degrees claim 2 , and wherein the firing interval in the three-cylinder mode is 240 crank angle degrees.4. The method of claim 3 , wherein only a first cylinder and a second cylinder are activated and firing during the two-cylinder mode.5. The method of claim 4 , wherein the first cylinder is deactivated and only the second cylinder claim 4 , a third cylinder and a fourth cylinder are activated and firing during the three-cylinder mode.6. The method of claim 5 , wherein during the four-cylinder mode claim 5 , all cylinders are activated and the first cylinder is fired 120 crank angle degrees after a firing event in the fourth cylinder claim 5 , the third cylinder is fired 120 crank angle degrees after firing the first cylinder claim 5 , the second cylinder is fired 240 crank angle degrees after firing the third cylinder claim 5 , and the fourth cylinder is fired 240 crank angle degrees after firing the second cylinder.7. The method of claim 6 ...

SYSTEM AND METHOD OF CONTROLLING FUEL INJECTION PRESSURE IN AN ENGINE HAVING AN IN-CYLINDER PRESSURE SENSOR

A method of operating an internal combustion engine is provided. An in-cylinder pressure within a cylinder of the engine is determined. A fuel injection pressure from a fuel injector disposed within the cylinder is determined. A ratio of the in-cylinder pressure within the cylinder and the fuel injection pressure is compared to a stored threshold value. The fuel injection pressure is adjusted based upon the comparison of the ratio of the in-cylinder pressure within the cylinder and the fuel injection pressure to the stored threshold value. 1. A method of operating an internal combustion engine comprising:determining an in-cylinder pressure within a cylinder of the engine;determining a fuel injection pressure from a fuel injector disposed within the cylinder;comparing a ratio of the in-cylinder pressure within the cylinder and the fuel injection pressure to a stored threshold value; andadjusting the fuel injection pressure based upon the comparison of the ratio of the in-cylinder pressure within the cylinder and the fuel injection pressure to the stored threshold value.2. A method of operating an internal combustion engine comprising:determining an air/fuel ratio of an internal combustion engine;adjusting at least one of fuel injection quantity and intake air flow to provide an air/fuel ratio between about 15 and about 18;determining an in-cylinder pressure within a cylinder of the engine;determining a fuel injection pressure from a fuel injector disposed within the cylinder;adjusting a compression ratio of the engine based upon a comparison of a ratio of the in-cylinder pressure within the cylinder and the fuel injection pressure to a predetermined stored threshold value. The present disclosure relates to a system and method of controlling combustion within an internal combustion engine having a variety of sensors for monitoring combustion occurring within a cylinder, such that adjustments may be made to operating parameters of the internal combustion engine. The ...

CONTROL DEVICE FOR VARIABLE-COMPRESSION-RATIO INTERNAL COMBUSTION ENGINE

A control device for a variable compression ratio internal combustion engine is equipped with a variable compression ratio device capable of changing an engine compression ratio of the internal combustion engine. The control device detects or estimates the temperature of an exhaust component (B11), and sets a target exhaust gas temperature based on the temperature of the exhaust component (B12). A mixing ratio and compression ratio set section (B13) sets a fuel mixing ratio and the engine compression ratio within such a range as not to exceed the target exhaust gas temperature such that energy loss becomes minimum. 1. (canceled)2. A control device for a variable compression ratio internal combustion engine equipped with a variable compression ratio device capable of changing an engine compression ratio of the internal combustion engine , the control device comprising:an exhaust component temperature acquisition section that detects or estimates a temperature of an exhaust component;a target exhaust gas temperature set section that sets a target exhaust gas temperature based on the temperature of the exhaust component; anda mixing ratio and compression ratio set section that sets a fuel mixing ratio of fuel and air and the engine compression ratio within such a range as not to exceed the target exhaust gas temperature such that energy loss is reduced, based on at least the target exhaust gas temperature,wherein in a case where an operating region is an operating region in which the temperature of the exhaust component is to be restricted to a predetermined limit value or less, and the temperature of the exhaust component is lower than the limit value, the target exhaust gas temperature set section sets the target exhaust gas temperature higher as the temperature of the exhaust component becomes lower.3. A control device for a variable compression ratio internal combustion engine equipped with a variable compression ratio device capable of changing an engine ...

Control device and control method for internal combustion engine

At the time of increasing an actual intake air amount by increasing a valve overlap period of intake and exhaust valves ( 2; 3 ), an actual compression ratio is temporarily decreased to be lower than a steady-state target compression ratio. This makes it possible to increase the valve overlap period without causing interference of the intake and exhaust valves ( 2; 3 ) with a piston ( 8 ).

Internal combustion engine provided with variable compression ratio mechanism

This internal combustion engine is provided with a variable compression ratio mechanism capable of changing a mechanical compression ratio by changing the volume of the combustion chamber at the top dead center. The pressure and temperature of remaining combusted gas within the combustion chamber at the time when the exhaust valve is closed in the intake stroke is measured or estimated, the pressure and temperature of intake air supplied into the combustion chamber after the exhaust valve is closed in the intake stroke is measured or estimated, and based on the assumption that the pressure and temperature of the remaining combusted gas which saturates the volume of the combustion chamber at the time when the exhaust valve is closed in the air intake stroke become, when the intake air is supplied to the combustion chamber, equal to the pressure and temperature of the intake air, the volume of the remaining combusted gas after the change is calculated.

SPARK IGNITION TYPE INTERNAL COMBUSTION ENGINE

A control system of an internal combustion engine includes an S/V ratio changing mechanism able to change an S/V ratio of a combustion chamber and a detection device having an output value changing in accordance with a hydrogen concentration in exhaust gas, which increases along with an increase in the S/V ratio, the internal combustion engine being controlled by the output value of the detection device. Further, the output value of the detection device or a parameter relating to operation of the internal combustion engine is corrected in accordance with the S/V ratio of the above S/V ratio changing mechanism. 1. A control system of an internal combustion engine comprising:an S/V ratio changing mechanism that changes an S/V ratio of a combustion chamber;a three-way catalyst which is arranged in an engine exhaust passage;an oxygen sensor or an air-fuel ratio sensor that is arranged upstream of the three-way catalyst in the engine exhaust passage and that is to output an output value changing in accordance with a hydrogen concentration in exhaust gas, which increases along with an increase in the S/V ratio; anda controller configured to control an air-fuel ratio of gas corresponding to the output value of the oxygen sensor or the air-fuel ratio sensor to be leaner so that the air-fuel ratio of gas which flows into the three-way catalyst is closer to a stoichiometric air-fuel ratio when the air-fuel ratio of gas corresponding to the output value of the oxygen sensor or the air-fuel ratio sensor is low than when the air-fuel ratio of gas is high, and so that a lean changing degree of the air-fuel ratio of gas corresponding to the output value of the oxygen sensor or the air-fuel ratio sensor is larger when the S/V ratio is high than when the S/V ratio is low.2. The control system of the internal combustion engine as set forth in claim 1 , wherein the oxygen sensor or the air-fuel ratio sensor includes an upstream side sensor which is arranged at an upstream side of the ...

DIRECT INJECTION ENGINE CONTROLLING DEVICE

An engine () is a cylinder injection engine, and includes an injector () that directly injects a fuel into a combustion chamber (), and an ignition plug () that generates an ignition spark in the combustion chamber (). An ECU () performs multiple first injections to each produce an air-fuel mixture of a lean air-fuel ratio in the combustion chamber () before an ignition in one combustion cycle of the engine, and performs a second injection to produce an air-fuel mixture of a rich air-fuel ratio in the combustion chamber () before the ignition and after the first injection. In particular, the ECU implements the multiple first injections in such a manner that the first injection implemented early among the multiple first injections produces an air-fuel mixture leaner than that of the first injection implemented subsequently. The ECU implements the second injection only once immediately before an ignition timing. 1. A control device for a cylinder injection engine including a fuel injection valve for directly injecting a fuel into a combustion chamber , and an ignition device that generates an ignition spark in the combustion chamber in which the fuel injected from the fuel injection valve is combusted by the ignition of the ignition device , the control device comprising:a first injection control unit that performs a plurality of first injections by the fuel injection valve to each produce an air-fuel mixture of a lean air-fuel ratio in the combustion chamber before the ignition device performs an ignition in one combustion cycle of the engine; and a second injection control unit that performs a second injection by the fuel injection valve to produce an air-fuel mixture of a rich air-fuel ratio in the combustion chamber before the ignition of the ignition device and after the first injection, whereinthe first injection control unit implements the plurality of first injections to allow the first injection implemented early among the plurality of first injections to ...

Isobaric Piston Assembly

A power cylinder assembly for an internal combustion engine includes a cylinder wall that surrounds a cylinder bore that extends along an axis. A piston assembly is positioned in the cylinder bore, and the piston assembly has a combustion surface that divides the cylinder bore into a combustion chamber on one axial side of the combustion surface and a crank case on an opposite axial side of the combustion surface. The combustion surface is partially defined by a first upper surface of a first piece and partially defined by a second upper surface of a second piece. The second piece is moveable relative to the piston body during operation of the power cylinder assembly to change a compression ratio of the power cylinder assembly. 1. A power cylinder assembly for an internal combustion engine , comprising:a cylinder wall surrounding a cylinder bore that extends along an axis;a piston assembly positioned in said cylinder bore and presenting a combustion surface which separates said cylinder bore into a combustion chamber on one axial side of said combustion surface and a crank case on an opposite axial side of said crank case; andsaid combustion surface being partially defined by a first upper surface of a first piece and partially defined by a second upper surface of a second piece which is moveable relative to said piston body during operation of said power cylinder assembly to change a compression ratio of said power cylinder assembly.2. The power cylinder assembly as set forth in wherein said first piece is a piston body and said second piece is a part of a plunger assembly.3. The power cylinder assembly as set forth in wherein said plunger assembly is biased into a resting position by a spring and is moveable relative to said piston body in response to a pressure force in said combustion chamber overcoming a biasing force by said spring.4. The power cylinder assembly as set forth in wherein said plunger assembly includes a plunger cusp which defines a portion of ...

Variable compression ratio internal combustion engine

The variable compression ratio internal combustion engine 1 comprises: a variable compression ratio mechanism 6 able to change a mechanical compression ratio; an exhaust promotion mechanism 50, 55 able to reduce cylinder residual gas after an exhaust stroke of cylinders; and a control device 80 configured to control the mechanical compression ratio by the variable compression ratio mechanism and control an operation of the exhaust promotion mechanism. The control device is configured to operate the exhaust promotion mechanism in at least a partial time period of a time period from when it is demanded that the mechanical compression ratio be raised to when the mechanical compression ratio finishes being changed.

Variable compression ratio device and internal combustion engine including the same

A variable compression ratio device may include a piston assembly having double pistons of which the volume may be varied, a lifter relatively moving one piston of the double pistons with respect to the other piston of the double pistons, a guide unit engaged with the piston assembly and guiding a movement of the one piston with respect to the other piston, and a locking unit selectively coupling the one piston to the other piston.

VARIABLE COMPRESSION RATIO ENGINE

A variable compress ratio engine includes a cylinder bore, a control liner slidably disposed on the cylinder bore, and forming a combustion chamber with the cylinder bore, and an operating unit selectively moving the control liner along the cylinder bore for varying a volume of the combustion chamber. 1. A variable compress ratio engine comprising:a cylinder bore;a control liner slidably disposed on the cylinder bore, and forming a combustion chamber with the cylinder bore; andan operating unit selectively moving the control liner along the cylinder bore for varying a volume of the combustion chamber.2. The variable compress ratio engine of claim 1 , wherein:threads are formed on an external circumference of the control liner and an internal circumference of the cylinder bore and are engaged with each other; andthe operating unit comprises:an operating gear connected to the control liner; andan actuator selectively rotating the operating gear to move the control liner along a length direction of the cylinder bore.3. The variable compress ratio engine of claim 2 , wherein:the actuator is a servo motor configured to control a rotation speed and a rotating direction of the operating gear.4. The variable compress ratio engine of claim 2 , further comprises:a liner ring interposed between the control liner and the cylinder bore.5. The variable compress ratio engine of claim 1 , wherein the operating unit comprises:a hydraulic pressure cylinder;a plunger disposed within the hydraulic pressure cylinder and connected to the control liner; andan oil control valve selectively supplying hydraulic pressure to the hydraulic pressure cylinder for moving the control liner along a length direction of the cylinder bore through the plunger.6. The variable compress ratio engine of claim 5 , further comprises:a liner ring interposed between the control liner and the cylinder bore. The present application claims priority of Korean Patent Application Number 10-2013-0158575 filed on Dec. ...

VARIABLE COMPRESSION RATIO ENGINE

A variable compression ratio engine includes a variable chamber housing in fluidic communication with a combustion chamber of the engine, a chamber plunger slidably disposed within the variable chamber housing and forming a variable chamber together with the variable chamber housing, a hydraulic pressure cylinder connected with the variable chamber housing, a hydraulic piston slidably disposed within the hydraulic pressure cylinder, having a slider protruded to form first and second operation chambers with the hydraulic pressure cylinder and connected with the chamber plunger, a control plunger connected with the hydraulic piston, a control cylinder for receiving the control plunger and slidable with respect to the control plunger, a compression ratio control portion selectively moving the control cylinder along the length direction, and hydraulic pressure lines supplying control hydraulic pressure to the first or second operation chamber or releasing the control hydraulic pressure from the first or second operation chamber according to relative positions of the control cylinder. 1. A variable compression ratio engine comprising:a variable chamber housing in fluidic communication with a combustion chamber of the engine;a chamber plunger slidably disposed within the variable chamber housing and forming a variable chamber together with the variable chamber housing;a hydraulic pressure cylinder connected with the variable chamber housing;a hydraulic piston, which is slidably disposed within the hydraulic pressure cylinder, of which a slider is protruded to form a first and a second operation chambers together with the hydraulic pressure cylinder, and which is connected with the chamber plunger;a control plunger connected with the hydraulic piston;a control cylinder of which the control plunger is disposed therein, and the control cylinder relatively slidable with respect to the control plunger;a compression ratio control portion selectively moving the control cylinder ...

ROTARY VALVE ENGINE

A reciprocating engine includes an engine body presenting an internal chamber and a fluid intake that supplies intake fluid to the internal chamber. The engine also includes a piston that oscillates within the internal chamber during engine operation. The engine body includes a block and a head that form the internal chamber. 1. A reciprocating engine comprising:an engine body presenting an internal chamber and a fluid intake that supplies intake fluid to the internal chamber;a piston that oscillates within the internal chamber during engine operation,said engine body including a head that presents a passage intersecting the internal chamber; anda head plug adjustably axially positioned at least partly within the passage, with movement of the head plug axially along the passage serving to adjust the compression ratio of the internal chamber.2. The reciprocating engine as claimed in claim 1 ,said head plug presenting a lower combustion surface that defines a plug concave opening.3. The reciprocating engine as claimed in claim 2 ,said plug concave opening defining a spherical cap shape.4. The reciprocating engine as claimed in claim 2 ,said piston presenting a side surface and an upper combustion surface that defines a piston concave opening spaced from the side surface, with the concave openings being opposed to one another.5. The reciprocating engine as claimed in claim 4 ,said concave openings each defining a spherical cap shape,said concave openings being adjacent one another and cooperatively forming an approximately spherical combustion volume within the internal chamber when the piston is located at top dead center.6. The reciprocating engine as claimed in claim 5 ,said piston concave opening comprising a semispherical opening.7. The reciprocating engine as claimed in claim 6 ,said upper combustion surface including a planar upper surface that surrounds the semispherical opening and cooperates with the engine body to define a bump clearance dimension when the ...

VARIABLE COMPRESSION RATIO ENGINE

A variable compression ratio engine may include a variable chamber housing communicated with a combustion chamber of the engine, a variable chamber piston slidably disposed within the variable chamber housing, forming a variable chamber communicated with the combustion chamber within the variable chamber housing, forming a hydraulic pressure chamber between the variable chamber piston and the variable chamber housing, and having a leaking line for flowing oil leaked from the hydraulic pressure chamber, a connecting shaft connected to the variable chamber piston, and having an oil drain line for exhausting the oil in the leaking line is formed thereto, an oil supplier supplying oil to the hydraulic pressure chamber, and a compression ratio controller connected to the connecting shaft and controlling a relative position of the variable chamber piston. 1. A variable compression ratio engine comprising:a variable chamber housing communicated with a combustion chamber of the engine;a variable chamber piston slidably disposed within the variable chamber housing, forming a variable chamber communicated with the combustion chamber within the variable chamber housing, forming a hydraulic pressure chamber between the variable chamber piston and the variable chamber housing, and having a leaking line for flowing oil leaked from the hydraulic pressure chamber;a connecting shaft connected to the variable chamber piston, and having an oil drain line for exhausting the oil in the leaking line;an oil supplier supplying oil to the hydraulic pressure chamber; anda compression ratio controller connected to the connecting shaft and controlling a relative position of the variable chamber piston.2. The engine of claim 1 , wherein a piston ring is interposed between the variable chamber piston and the variable chamber housing.3. The engine of claim 1 , wherein a leaking groove is formed on the variable chamber piston for the oil leaked from the hydraulic pressure chamber to be temporarily ...

Variable compression ratio engine

A variable compression ratio engine includes an extra chamber formed at a cylinder head, an extra valve being able to open/close the extra chamber, and an actuator being able to open/close the extra chamber by driving the extra valve.

CONTROL DEVICE FOR INTERNAL COMBUSTION ENGINE

It is an object of the present invention to provide a control device for an internal combustion engine capable of appropriately controlling compression ratio and ignition timing before the target compression ratio that is set according to humidity is attained. A control device for an internal combustion engine controls the internal combustion engine including a cylinder, humidity detection means for detecting humidity of outside air supplied to the cylinder, a variable compression ratio mechanism for changing a compression ratio of the cylinder, and an ignition device igniting air-fuel mixture in the cylinder, and the control device includes: a compression ratio control unit controlling the variable compression ratio mechanism; and an ignition control unit controlling ignition timing of the ignition device, wherein corresponding characteristics between compression ratio and ignition timing are determined for each humidity according to a predetermined condition of an operation state of the internal combustion engine, the compression ratio control unit determines a target compression ratio of the variable compression ratio mechanism according to the detected humidity, and while the variable compression ratio mechanism changes a compression ratio to the target compression ratio, the ignition control unit controls the ignition device on the basis of corresponding characteristics determined according to the detected humidity. 1. A control device for an internal combustion engine controlling the internal combustion engine including a cylinder , humidity detection means for detecting humidity of outside air supplied to the cylinder , a variable compression ratio mechanism for changing a compression ratio of the cylinder , and an ignition device igniting air-fuel mixture in the cylinder , the control device comprising:a compression ratio control unit controlling the variable compression ratio mechanism; andan ignition control unit controlling ignition timing of the ignition ...

INTERNAL COMBUSTION ENGINE

In the present invention, an internal combustion engine is provided with a variable-compression-ratio mechanism with a variable mechanical compression ratio and the variable-compression-ratio mechanism comprises a drive device for changing the volume of a combustion chamber when a piston reaches top dead center. The drive device comprises a reverse input blocking clutch disposed in a drive power transmission path for transmitting the rotational force of a rotator. A control device estimates the reverse input torque applied to an output shaft of the reverse input blocking clutch and sets a gradient for torque output by the rotator and a continuation duration for continuing the torque increase on the basis of the reverse input torque. 1. An internal combustion engine comprising a variable compression ratio mechanism able to change a mechanical compression ratio , whereinthe variable compression ratio mechanism includes a drive device for changing a volume of a combustion chamber when a piston reaches top dead center and a control device controlling the drive device,the drive device includes a rotating machine and a clutch arranged in a drive force transmission path transmitting the rotational force of the rotating machine,the clutch is formed so as to block a reverse input torque applied to an output shaft in a rotation direction causing the mechanical compression ratio to fall, andthe control device estimates a reverse input torque applied to the output shaft of the clutch, sets a torque gradient to be output by the rotating machine and a continuation time for continuation of increase of torque based on the reverse input torque, and releases a locked state of the clutch based on the torque gradient and the continuation time.2. The internal combustion engine according to whereinthe clutch includes an input shaft to which a rotational force of the rotating machine is input, an output shaft to which the rotational force is transmitted from the input shaft, and an outer ...

VARIABLE COMPRESSION CYLINDER HEAD, CRANKSHAFT, AND PISTON ROD AND SYSTEM THEREOF

A variable compression cylinder head assembly usable with an internal combustion engine having at least one piston, the cylinder head assembly including a cylinder head housing having a combustion chamber formed therein, a compression control piston disposed within the combustion chamber, a compression head actuator coupled to the cylinder head housing, the compression head actuator including an actuator housing defining an actuator reservoir, a fluid port coupled to the actuator housing to receive a fluid, a movable force plate disposed within the actuator reservoir and coupled to the compression control piston, wherein the force plate and the compression control piston move between a first position and a second position when the fluid enters the actuator reservoir. 1. A variable compression cylinder head assembly usable with an internal combustion engine having at least one piston , the cylinder head assembly comprising:a cylinder head housing having a combustion chamber formed therein;a compression control piston disposed within the combustion chamber; and an actuator housing defining an actuator reservoir;', 'a fluid port coupled to the actuator housing to receive a fluid;', 'a movable force plate disposed within the actuator reservoir and coupled to the compression control piston,, 'a compression head actuator coupled to the cylinder head housing, the compression head actuator comprisingwherein the force plate and the compression control piston move between a first position and a second position when the fluid enters the actuator reservoir; andwherein a volume within the combustion chamber defined by the piston, the cylinder head housing, and the compression control piston varies as the compression control piston moves between the first position and the second position.2. The cylinder head assembly of claim 1 , wherein the first position of the compression control piston corresponds to a first compression ratio and the second position of the compression control ...

APPARATUS FOR DETECTING ABNORMAL COMBUSTION IN A COMBUSTION ENGINE

A spark ignition internal combustion engine includes: a compression ratio changing mechanism by which a volume of a combustion chamber varies; a cylinder internal pressure sensor that acquires a pressure signal of a pressure vibration inside a cylinder; and an abnormal combustion detector including a filter that passes the pressure signal, of a set frequency band among the pressure signal, and detecting an occurrence of abnormal combustion based on the pressure signal having passed through the filter. The abnormal combustion detector sets a frequency band of the filter based on a crank angle section in which abnormal combustion occurs and on a mechanical compression ratio. 1. A spark ignition internal combustion engine , comprising:a compression ratio changing mechanism configured to change a mechanical compression ratio;a cylinder internal pressure acquiring unit that acquires a pressure signal indicating a pressure vibration inside a cylinder;a filter that passes a pressure signal having a frequency within a set frequency band among the pressure signal acquired by the cylinder internal pressure acquiring unit;an abnormal combustion detector that detects an occurrence of abnonnal combustion based on the pressure signal having passed through the filter, whereinthe abnormal combustion detector sets a frequency band of the filter based on a crank angle section in which abnorrhal combustion occurs and on the mechanical compression ratio, and when changing the frequency band of the filter in accordance with a variation of the mechanical compression ratio, the abnonnal combustion detector changes a frequency width of the frequency band.2. The spark ignition internal combustion engine according to claim 1 , whereinthe compression ratio changing mechanism changes the mechanical compression ratio by changing a volume of a combustion chamber when a piston reaches top dead center.3. The spark ignition internal combustion engine according to claim 1 , whereinthe compression ...

SYSTEM AND METHOD FOR CONTROL OF COMPRESSION IN INTERNAL COMBUSTION ENGINE VIA COMPRESSION RATIO AND ELASTIC PISTON

The present disclosure relates to a system for controlling ignition of an air/fuel mixture intake charge directed into an internal combustion engine. The system may have a longitudinally movable inner cylinder liner configured to fit within a cylinder wall portion of an internal combustion engine, and able to receive a piston of the engine therein. A portion of the inner cylinder liner defines an internal volume forming a combustion chamber, and the internal volume controls a compression ratio of the cylinder. The system also has a cylinder head assembly operatively associated with the inner cylinder liner and able to move linearly to cause longitudinal displacement of the inner cylinder liner relative to the cylinder wall portion. This enables the volume of the combustion chamber to be further varied, to thus further vary the compression ratio. 1. A system for controlling ignition of an air/fuel mixture intake charge directed into an internal combustion engine , the system comprising:a longitudinally movable inner cylinder liner configured to fit within a cylinder wall portion of an internal combustion engine, and able to receive a piston of the engine therein, a portion of the inner cylinder liner defining an internal volume forming a combustion chamber, and the internal volume controlling a compression ratio of the cylinder; anda cylinder head assembly operatively associated with the inner cylinder liner and able to move linearly to cause longitudinal displacement of the inner cylinder liner relative to the cylinder wall portion, to further vary the volume of the combustion chamber, to thus further vary the compression ratio.2. The system of claim 1 , further comprising a dynamic displacement sensor for sensing a longitudinal displacement of the inner cylinder liner.3. The system of claim 1 , wherein the dynamic displacement sensor is coupled to a portion of the inner cylinder liner and moves longitudinally with the inner cylinder liner.4. The system of claim 3 , ...

CONTROL DEVICE FOR INTERNAL COMBUSTION ENGINE

A control device for controlling an internal combustion engine equipped with an engine body, a variable compression ratio mechanism A configured to be able to change a mechanical compression ratio of the engine body, and an intake system configured to be able to make exhaust discharged from combustion chambers of the engine body be recirculated to an intake passage of the engine body. The control device is provided with a compression ratio control part controlling the variable compression ratio mechanism A so that the mechanical compression ratio becomes the target compression ratio. The compression ratio control part sets the target compression ratio at a lower value when exhaust is being recirculated at a predetermined operating region at an engine low load side than when exhaust is not being recirculated. 1. A control device for an internal combustion engine for controlling an internal combustion engine provided with:an engine body,a variable compression ratio mechanism configured to be able to change a mechanical compression ratio of the engine body; andan intake system configured to make the exhaust discharged from a combustion chamber of the engine body be recirculated to an intake passage of the engine body,which control device comprising a compression ratio control part configured to control the variable compression ratio mechanism so that the mechanical compression ratio becomes a target compression ratio, the compression ratio control part configured to set the target compression ratio to a low value when exhaust is being recirculated at a predetermined operating region at an engine low load side than when exhaust is not being recirculated.2. The control device for an internal combustion engine according to claim 1 , whereinthe compression ratio control part is configured to set the target compression ratio to a high value when exhaust is being recirculated at a predetermined operating region at an engine high load side than when exhaust is not being ...

Variable Compression Ratio Engine

A system and method for providing a variable compression ratio internal combustion engine is disclosed. The system can include a plurality of hollow head bolts for coupling the cylinder head and block of an internal combustion engine. The system can also include a plurality of control bolts disposed through the hollow head bolts to enable vertical movement of the engine components (i.e., in the y-axis), while reducing, or eliminating, unwanted movement and stresses in other directions. A number of mechanisms can be used to move the cylinder head/block assembly, including a rack and pinion, a hydraulic or pneumatic actuator, and a gear drive. The compression ratio can be varied continuously during use and can be included in an overall engine management system. 1. A system for providing a variable compression ratio engine comprising:a plurality of hollow head bolts, comprising external threads and defining a concentric hole, detachably coupling a cylinder head and a block from an internal combustion engine to form a cylinder head/block assembly; anda plurality of control bolts, disposed through the concentric hole, detachably coupling the cylinder head/block assembly to a crankcase of the engine;wherein the plurality of control bolts enable the head/block assembly to move vertically (i.e., in the y-axis) with respect to the crankcase, but substantially prevent movement in the other two directions (i.e., the x- and z-axes).2. The system of claim 1 , further comprising a plurality of set screws threadably engaged with the block to mechanically retain the plurality of control bolts in the crankcase.3. The system of claim 1 , further comprising a plurality of roll pins frictionally engaged with the crankcase and the plurality of control bolts to mechanically retain the control bolts in the crankcase.4. The system of claim 1 , each control bolt further comprising a first set of external threads at a first end threadably engaged with the crankcase and a second set of ...

INTERNAL COMBUSTION ENGINE

A variable compression ratio mechanism of an internal combustion engine includes an operation element, an input actuator, and a reverse input torque cutoff clutch. The reverse input torque cutoff clutch includes a fixed member, a movable member, clearance, a wedge member, and a moving device. A peripheral surface of the fixed member is formed such that the clearance is formed with: a rotation prevention area that prevents the movable member from rotating in a reverse input torque acting direction. When the movable member moves in the direction to change a mechanical compression ratio, the moving device moves the wedge member from the rotation prevention area to the rotation allowable area in an opposite direction and holds the wedge member in the rotation allowable area. 1. An internal combustion engine comprising:a variable compression ratio mechanism that changes a mechanical compression ratio, wherein an operation element;', 'an input actuator that generates input torque to move the operation element; and', 'a reverse input torque cutoff clutch that is disposed between an output shaft of the input actuator and the operation element in order to transmit the input torque from the input actuator to the operation element and to cut off reverse input torque from the operation element to the input actuator, and, 'the variable compression ratio mechanism includesthe variable compression ratio mechanism changes the mechanical compression ratio by moving the operation element, and a fixed member;', 'a movable member that is rotatable with respect to the fixed member;', 'annular clearance that is defined by a peripheral surface of the fixed member and a peripheral surface of the movable member;', 'a wedge member that is movably disposed in the clearance; and', 'a moving device that moves the wedge member in the clearance,, 'the reverse input torque cutoff clutch includesthe output shaft of the input actuator and the operation element are connected to the movable member, a ...

Control Device and Control Method for Internal Combustion Engine

A control device for an internal combustion engine controls a control object device based on an output value of a relative angle sensor that detects a relative angle of an output shaft of an actuator, and an output value of an absolute angle sensor that detects an absolute angle of a drive shaft coupled to the output shaft of the actuator via a speed reducer. In this event, the control device for the internal combustion engine corrects an output value of the absolute angle sensor based on an absolute angle of the drive shaft that is obtained from an output value of the relative angle sensor using, as a reference point, an output value of the absolute angle sensor at the start-up of the internal combustion engine, and an output value of the absolute angle sensor. 1. A control device for an internal combustion engine , comprising:a controller that controls a control object device based on an output value of a relative angle sensor configured to detect a relative angle of an output shaft of an actuator, and an output value of an absolute angle sensor configured to detect an absolute angle of a drive shaft coupled to the output shaft of the actuator via a speed reducer, whereinthe control device corrects an output value of the absolute angle sensor based on an absolute angle of the drive shaft that is obtained from an output value of the relative angle sensor using, as a reference point, an output value of the absolute angle sensor at start-up of the internal combustion engine, and an output value of the absolute angle sensor.2. The control device for the internal combustion engine according to claim 1 , whereinthe control device corrects the output value of the absolute angle sensor based on a deviation between the absolute angle of the drive shaft that is obtained from the output value of the relative angle sensor using, as the reference point, the output value of the absolute angle sensor at the start-up of the internal combustion engine, and the output value of the ...

HOOP SPRING IN A PRESSURE REACTIVE PISTON

Systems and methods are provided for varying a compression ratio in an engine having a pressure reactive piston. The pressure reactive piston may include a piston crown, and a spring positioned within the piston crown, wherein the spring includes a first ring, a second ring comprising a plurality of apertures, a rolling element positioned within each of the plurality of apertures, and a third ring. The first ring, the second ring, and the third ring of the spring may be arranged concentrically and the second ring may be positioned between the first ring and the third ring. 1. A system , comprising:a piston crown; anda spring positioned within the piston crown, the spring including a first ring, a second ring comprising a plurality of apertures, a rolling element positioned within each of the plurality of apertures, and a third ring, wherein the first ring, the second ring, and the third ring are arranged concentrically with the second ring positioned between the first ring and the third ring.2. The system of claim 1 , wherein the first ring is in direct contact with the second ring claim 1 , and not in direct contact with the third ring and wherein claim 1 , the third ring is in direct contact with the second ring but not in direct contact with the first ring.3. The system of claim 2 , wherein a central axis of the first ring is parallel to each of a central axis of the second ring and a central axis of the third ring.4. The system of claim 3 , wherein each of the first ring claim 3 , the second ring claim 3 , and the third ring are shaped as tapered cylinders.5. The system of claim 4 , wherein each of the first ring and the third ring are made of steel claim 4 , and the second ring is made of a polymer.6. The system of claim 5 , wherein a central axis of the piston crown coincides with each of the central axis of the first ring claim 5 , the central axis of the second ring claim 5 , and the central axis of the third ring.7. The system of claim 6 , further ...

Engine

Provided is an engine, including: a cylinder including a cylinder liner; a piston provided inside the cylinder liner; a piston ring provided on the piston; a contact detector configured to detect a contact between a step formed in an inner peripheral surface of the cylinder liner and the piston ring; and a compression ratio controller configured to control a top dead center position of the piston so that the piston ring at the top dead center position is located on a combustion chamber side with respect to the step when the contact is detected.

HOOP SPRING IN A PRESSURE REACTIVE PISTON

Systems and methods are provided for varying a compression ratio in an engine having a pressure reactive piston. The pressure reactive piston may include a piston crown, and a spring positioned within the piston crown, wherein the spring includes a first ring, a second ring comprising a plurality of apertures, a rolling element positioned within each of the plurality of apertures, and a third ring. The first ring, the second ring, and the third ring of the spring may be arranged concentrically and the second ring may be positioned between the first ring and the third ring. 1. A system , comprising:a piston crown; anda spring positioned within the piston crown, the spring including a first ring, a second ring comprising a plurality of apertures, a rolling element positioned within each of the plurality of apertures, and a third ring, wherein the first ring, the second ring, and the third ring are arranged concentrically with the second ring positioned between the first ring and the third ring.2. The system of claim 1 , wherein the first ring is in direct contact with the second ring claim 1 , and not in direct contact with the third ring claim 1 , and wherein the third ring is in direct contact with the second ring but not in direct contact with the first ring.3. The system of claim 2 , wherein a central axis of the first ring is parallel to each of a central axis of the second ring and a central axis of the third ring.4. The system of claim 3 , wherein each of the first ring claim 3 , the second ring claim 3 , and the third ring are shaped as tapered cylinders.5. The system of claim 4 , wherein each of the first ring and the third ring are made of steel claim 4 , and the second ring is made of a polymer.6. The system of claim 5 , wherein a central axis of the piston crown coincides with each of the central axis of the first ring claim 5 , the central axis of the second ring claim 5 , and the central axis of the third ring.7. The system of claim 6 , further ...

INTERNAL COMBUSTION ENGINE

An internal combustion engine comprises a variable compression ratio mechanism that changes the relative position of a cylinder block with respect to a crankcase and a controlling device that controls the variable compression ratio mechanism. The variable compression ratio mechanism contains a driving device that rotates a shaft that includes an eccentric axis, and the drive device includes a clutch that blocks reverse input and is disposed in a drive power transmission route that transmits the rotational power of a motor to the shaft. The control device fixes the mechanical compression ratio to a predetermined low mechanical compression ratio when the amplitude of the rotational power vibration applied to an output shaft of the clutch is less than a predetermined determination value. 1. An internal combustion engine comprising:a variable compression ratio mechanism able to change a mechanical compression ratio; anda control device controlling the variable compression ratio mechanism; whereinthe variable compression ratio mechanism includes an eccentric shaft for changing a volume of a combustion chamber when a piston reaches top dead center and a drive device for making the eccentric shaft rotate,the drive device includes a rotary machine and a clutch in a drive power transmission path for transmitting rotational force of the rotary machine to the eccentric shaft,the clutch is formed so as to block rotational force from the output shaft in a rotation direction lowering a mechanism compression ratio transmitted to the output shaft,a rotational force estimating device estimating a rotational force applied to the output shaft of the clutch is further provided, andthe control device fixes the mechanical compression ratio at a predetermined low mechanical compression ratio when an amplitude of vibration of rotational force applied to the output shaft of the clutch is less than a predetermined judgment value.2. The internal combustion engine according to claim 1 , ...

ENGINE CONFIGURATION FOR PERFORMING COMPRESSION AND EXPANSION IN A SINGLE CYLINDER

The present disclosure relates to an engine in which compression and expansion is performed in the same cylinder. Also disclosed is a microprocessor for controlling the state of various valves in the cylinder—including an intake valve, a transfer valve, and an exhaust valve—to cause a compression or expansion to occur. A compression tank is provided for receiving, via the transfer valve, compressed air, which may be retrieved during an expansion (combustion) cycle. Compressed air for from multiple consecutive compressions may be stored in the tank and retrieved later, including for multiple consecutive expansions. Compression and expansion are not required to occur in any fixed or predetermined pattern and the microprocessor may evaluate vehicle sensors to determine a power demand, and cause compression or expansion to occur depending on the given power demand. 1. An engine , comprising:at least one cylinder having a cylinder top, and a piston disposed within the cylinder and connected to a crank;an intake valve, a transfer valve, and an exhaust valve each position at the cylinder top; wherein the transfer valve is in operable communication with a transfer manifold, and the transfer manifold is connected to a compression tank;a microprocessor operably connected to control the intake valve, the transfer valve, and the exhaust valve between an open position and a closed position;a crank position sensor in operable communication with the microprocessor and configured to signal the position of the crank to the microprocessor; anda power demand sensor in operable communication with the microprocessor and configured to signal a current power demand to the microprocessor.2. The engine of ; wherein the microprocessor is adapted and configured to initiate a first compression cycle by opening the intake valve to allow air to flow into the cylinder as the piston moves from a top dead center (TDC) position to a bottom dead center (BDC) position; to close the intake valve as the ...

INTERNAL COMBUSTION ENGINE WITH AN ADJUSTABLE VOLUME INDUCTION CHAMBER

An internal combustion engine () comprising: a piston () arranged to reciprocate within a cylinder (); an adjustable volume induction chamber () communicating with the cylinder (); an air inlet port () communicating () with the induction chamber (), the air inlet port () being connectable, in use, to a pressurised air supply (); an air inlet valve () configured to selectively open and close the air inlet port (); and a fuel injector () communicating with the induction chamber (), wherein the valve () and fuel injector () are together configured, in use, to deliver a charge comprising a fuel-air mixture into the induction chamber (). 1. An internal combustion engine comprising:a piston arranged to reciprocate within a cylinder;an adjustable volume induction chamber communicating with the cylinder, the adjustable volume induction chamber comprising a secondary cylinder in fluid communication with the cylinder and a secondary piston within the secondary cylinder;an air inlet port communicating with the induction chamber, the air inlet port being connectable, in use, to a pressurised air supply;an air inlet valve configured to selectively open and close the air inlet port; anda fuel injector communicating with the induction chamber, whereinthe valve and fuel injector are together configured, in use, to deliver a charge comprising a fuel-air mixture into the induction chamber such that induction of air into the engine does not need to be related to the available volume of the main cylinder, the internal combustion engine further comprising:biasing means for biasing the secondary piston to reduce or increase the internal volume of the secondary cylinder such that the volume of the charge of compressed air delivered to the engine is infinitely variable between minimum and maximum values to control the power output of the engine, and whereinthe air inlet valve is operatively connected to a timing apparatus configured to synchronise the opening and closing of the air inlet ...

METHOD AND SYSTEM FOR ENGINE CONTROL

Methods and systems are provided for synergizing the benefits of a variable compression ratio engine in a hybrid vehicle system. A vehicle controller may hold the engine in a lower compression ratio during engine pull-ups and pull-downs, in particular when passing through a low speed region where compression bobbles can occur. During engine operation, in response to a change in driver demand, the controller may opt to switch the compression ratio or maintain a current compression ratio while smoothing a torque deficit using motor torque, the selection based on fuel economy. 1. A method for a hybrid vehicle , comprising:shifting between propelling the vehicle via motor torque and engine torque responsive to driver demand; andduring the shifting, and responsive to engine speed at or below a threshold speed, transitioning an engine to a lower compression ratio.2. The method of claim 1 , wherein the shifting includes claim 1 , responsive to a decrease in driver demand claim 1 , shifting from propelling the vehicle via engine torque to propelling via motor torque during an engine pull-down event claim 1 , and responsive to an increase in driver demand claim 1 , shifting from propelling the vehicle via motor torque to propelling the vehicle via engine torque during an engine restart event claim 1 , the motor torque including one or more of electric claim 1 , hydraulic claim 1 , pneumatic claim 1 , and flywheel motor torque drawn from an energy storage system.3. The method of claim 1 , wherein the threshold speed corresponds to an engine speed where torque pulsations from engine compression-expansion cycles cause a higher than threshold NVH.4. The method of claim 2 , further comprising claim 2 , when propelling the vehicle via engine torque claim 2 , transitioning the engine to a higher compression ratio after the engine speed is above the threshold speed.5. The method of claim 4 , wherein transitioning to the lower compression ratio includes actuating a variable ...

Method and system for engine control

Methods and systems are provided for integrating a VCR engine with a CVT transmission. Responsive to a driver demand, a controller may determine whether to maintain a current compression ratio or transition to an alternate compression ratio based on the fuel economy benefit of the transition and further based on any engine limitations that may be incurred at the engine speed-load following the transition. To improve the net fuel economy benefit while addressing the engine limitation, a compression ratio transition may be combined with a CVT adjusted engine speed-load regime, while maintaining engine power output.

FULL WORKING CONDITION PASSAGE-SEPARATED AND TIME-SEPARATED SUPERCHARGED INTAKE INTERNAL COMBUSTION ENGINE VARIABLE COMPRESSION RATIO TECHNOLOGY

Passage-separated intake of the present invention refers to that a separate supercharged intake passage and a separate supercharged intake supply apparatus are provided such that natural intake is separated from supercharged intake to implement respective intake without mutual interference. Time-separated intake refers to that in order to avoid a cylinder C from becoming a passage between natural intake and supercharged intake, natural intake is performed first in an intake stroke, and supercharged intake is performed after a bottom dead center of the intake stroke at the end of the natural intake. The efficiency of supercharged intake in this case is <100%. The supercharged intake is that an ECU controls the timing of intake performed by a supercharged electromagnetic gas valve V according to a signal from a crankshaft position sensor SQ. As data about a supercharged intake amount at different rotational speeds of an internal combustion engine has been input to the ECU, the ECU controls, according to a signal from a crankshaft speed sensor SR, the supercharged electromagnetic gas valve V to inject a corresponding amount of air into the cylinder C, so as to change a compression ratio by changing the supercharged intake amount. 1. A system comprising:a full working condition passage-separated and time-separated supercharged intake internal combustion engine having variable compression ratio technology, a passage-separated intake including a supercharged intake supply apparatus and a separate supercharged intake passage, the supercharged intake separated from a natural intake to avoid mutual interference; andwherein the supercharged intake supply apparatus comprising an electric motor, an air compressor, and an air storage tank and the supercharged intake passage is an air passage between the air storage tank and an electromagnetic gas valve.2. The system according to claim 1 , wherein:a pressure value is set in an ECU to maintain a supercharged intake pressure of the ...

DUAL FUEL ENGINE HAVING SELECTIVE COMPRESSION REDUCTION

An engine system is disclosed. The engine system may have an engine block that at least partially defines a cylinder bore, and a cylinder liner disposed within the cylinder bore. The engine system may also have at least one air intake port radially formed within the cylinder liner, a piston slidingly disposed within the cylinder liner and configured to open and close the at least one air intake port, a cylinder head configured to close off an end of the cylinder liner and form a combustion chamber, and at least one exhaust valve disposed within the cylinder head. The engine system may further have a valve actuation system configured to cyclically move the at least one exhaust valve between open and closed positions, and a variable timing device configured to selectively interrupt cyclical movement of the at least one exhaust valve to change a compression ratio of the engine system. 1. An engine system , comprising:an engine block at least partially defining a cylinder bore;a cylinder liner disposed within the cylinder bore;at least one air intake port radially formed within the cylinder liner;a piston slidingly disposed within the cylinder liner and configured to open and close the at least one air intake port;a cylinder head configured to close off an end of the cylinder liner to form a combustion chamber;at least one exhaust valve disposed within the cylinder head;a valve actuation system configured to cyclically move the at least one exhaust valve between open and closed positions; anda variable timing device configured to selectively interrupt cyclical movement of the at least one exhaust valve to change a compression ratio of the engine system.2. The engine system of claim 1 , further including:a gaseous fuel injector configured to inject gaseous fuel into the combustion chamber; anda liquid fuel injector configured to inject liquid fuel into the combustion chamber.3. The engine system of wherein:the gaseous fuel injector is configured to inject gaseous fuel ...

CONTROL DEVICE FOR INTERNAL COMBUSTION ENGINE AND METHOD FOR ESTIMATING COMPRESSION RATIO

The present invention relates to a control device capable of estimating a compression ratio and a method for estimating a compression ratio in an internal combustion engine provided with a variable compression ratio mechanism. If an input error of a detection value of a compression ratio based on an output of a sensor occurs (S), an engine control unit cuts off the supply of power to an actuator of the variable compression ratio mechanism (S), and advances an ignition timing until a knock intensity reaches a set value in the process of the compression ratio decreasing due to a firing pressure (S). Then, the engine control unit estimates the compression ratio based on the ignition timing at which the knock intensity has reached the set value (S and S), and changes the variable range of the valve timing in a variable valve timing mechanism based on the estimated compression ratio. 114-. (canceled)15. A control device for an internal combustion engine provided with a variable compression ratio mechanism capable of changing a compression ratio , the control device comprising:an estimating unit that estimates a compression ratio based on a correlation between an ignition timing and a knock intensity,wherein the estimating unit stops the control of an actuator of the variable compression ratio mechanism in the case of the occurrence of an input error of a detection result supplied by a sensor, which detects a compression ratio that can be changed by the variable compression ratio mechanism, changes an ignition timing in the process of a compression ratio returning to an initial value due to the stop of the control, and then estimates the compression ratio.16. The control device for an internal combustion engine according to claim 15 , wherein the estimating unit changes an estimation result of a compression ratio according to at least one of an intake air temperature and a fuel property.17. The control device for an internal combustion engine according to claim 15 , ...

METHOD AND SYSTEM FOR ADJUSTING A COMPRESSION RATIO

Methods and systems are provided for adjusting a compression ratio of a combustion chamber. In one example, a method may include altering an axial position and rotational orientation of a control element in response to an engine operation. 1. A method , comprising:adjusting a compression ratio of a combustion chamber via adjusting a volume of the combustion chamber by actuating a control element along a control element axis, the control element comprising a spark plug and a fuel injector.2. The method of claim 1 , wherein adjusting the compression ratio includes one or more of displacing and rotating the control element to a first setting and a second setting claim 1 , the spark plug and fuel injector mounted directly to the control element without any other components therebetween.3. The method of claim 2 , wherein the first setting includes actuating the control element to a first position farthest away from the combustion chamber and rotating the control element in a clockwise direction about the control axis.4. The method of claim 2 , wherein the second setting includes actuating the control element to a second position nearest to the combustion chamber and rotating the control element in a counterclockwise direction about the control axis.5. The method of claim 1 , wherein displacing and rotating the control element further includes actuating a charge motion control valve based on movement of the control element.6. The method of claim 1 , wherein displacing the control element is in response to one or more of an engine load and a condensate level in a charge air cooler.7. A method claim 1 , comprising:adjusting a control element housing a spark plug and a fuel injector to decrease a compression ratio.8. The method of claim 7 , wherein adjusting the control element includes adjusting to a first position in order to decrease the compression ratio and adjusting to a second position in order to increase the compression ratio.9. The method of claim 7 , wherein ...

Highly Efficient Two-Stroke Internal Combustion Hydraulic Engine with a Torquing Vane Device Incorporated

A highly efficient two-stroke internal combustion engine with free pistons and a simple torquing vane device instead of a crankshaft is provided. Inside the motor, hydraulic oil is used to transmit power from the piston to the torquing vane device. The engine must have at least two cylinders. The cylinders have a special shape to allow the use of valves for a continuous production of torque and power. The use of solenoids and an electronic control unit coupled with a microprocessor are given to this invention a series of advantages that a regular engine available in the open market does not have. This engine produces high torque and is suitable for any duty use. The use of hydraulic oil will guaranty a smooth, fluent and quiet operation, lubricating and protecting all components inside the motor and a total distribution of temperature along all mechanisms thus a long life. 1. A two-stroke internal combustion hydraulic engine filled with a hydraulic oil , said engine comprising of:a cylinder in fluid communication with a high pressure chamber;a free floating piston disposed with the cylinder, the free floating piston is configured to direct the hydraulic oil to the high pressure chamber; a cylindrical drum;', 'a plurality of vanes sliding engaged with the drum;', 'a metal plate configured to cause the pluralities of vanes to slide towards a center of the drum during rotation; and', 'an output shaft secured to the cylindrical drum;, 'a vane torque device in fluid communication with the high pressure chamber, the vane torque device, havinga solenoid actuated valve disposed within the cylinder and in fluid communication with the torque device, the solenoid actuated valve being configured to slidingly engage with the cylinder, which in turn provides fluid passage between the torque device and the cylinder; anda plurality of components connected to the engine;wherein the free floating piston directs the hydraulic oil from the cylinder to the high pressure chamber, which ...

WIRELESS CONTROL OF ACTUATED VALVE IN VARIABLE COMPRESSION RATIO PISTON

A telescopic piston for use with an internal combustion engine includes an inner piston; an outer piston located over the inner piston; an upper oil chamber formed between the inner piston and the outer piston; and an actuated valve having a controllable peak pressure that opens the actuated valve. A value of the peak pressure is wirelessly received at the telescopic piston. 1. A telescopic piston for use with an internal combustion engine , the telescopic piston comprising:an inner piston;an outer piston located over the inner piston;an upper oil chamber formed between the inner piston and the outer piston; andan actuated valve having a controllable peak pressure that opens the actuated valve,wherein a value of the peak pressure is wirelessly received at the telescopic piston.2. The telescopic piston of claim 1 , wherein the actuated valve is located in the inner piston and the actuated valve includes an actuation mechanism.3. The telescopic piston of claim 2 , wherein the actuation mechanism is a solenoid.4. The telescopic piston of claim 2 , wherein the actuation mechanism further includes a wireless receiver.5. The telescopic piston of claim 4 , wherein the actuation mechanism further includes a processor and a power source.6. The telescopic piston of claim 2 , wherein the actuation mechanism includes a solenoid and a check valve.7. The telescopic piston of claim 6 , wherein the solenoid has a pin that acts on a spring of the check valve to change the peak pressure from stroke to stroke.8. The telescopic piston of claim 2 , wherein the actuation mechanism actuates the actuated valve based on a signal received from a transmitter located in an engine associated with the telescopic piston.9. The telescopic piston of claim 2 , wherein the actuation mechanism opens the actuated valve when a pressure of an oil in the upper oil chamber is larger than the peak pressure.10. An internal combustion engine comprising:a wireless transmitter;a cylinder; anda telescopic piston ...

Piston for internal combustion engine of motor vehicle, has switchable valve device arranged at inner side at piston skirt and adjusting volume of pressurized medium in chamber, where valve device is designed as shut-off valve

The piston (10) has piston parts movably coupled relative to each other by formation of a chamber, where the chamber is variable in volume and impinged with pressurized medium i.e. pressurized oil. A switchable valve device (20) is arranged at an inner side at a piston skirt (22) and adjusts volume of the pressurized medium in the chamber. The valve device is designed as a shut-off valve, where the pressurized medium is drained from the chamber over a cooling duct. The valve device is switchable between two operating conditions.

Spark ignition type internal combustion engine

기계 압축비를 변화시킬 수 있는 가변 압축비 기구 (A) 및 흡기 밸브의 개방 시기 및 폐쇄 시기를 개별적으로 제어할 수 있는 가변 밸브 타이밍 기구 (B) 가 제공된 내연기관. 엔진 저부하 운전시, 최대 팽창비는 기계 압축비를 최대로 함으로써 얻어지고, 기계 압축비가 최대로 되어 있는 동안, 흡기 밸브 (7) 의 개방 시기 (IO) 를 밸브와 피스톤 사이에 간섭이 발생하지 않는 불간섭 영역에서 실질적으로 흡기 상사점의 목표 개방 시기로 유지시킨다. An internal combustion engine provided with a variable compression ratio mechanism (A) capable of changing the mechanical compression ratio and a variable valve timing mechanism (B) capable of individually controlling the opening timing and closing timing of the intake valve. In the engine low load operation, the maximum expansion ratio is obtained by maximizing the mechanical compression ratio, and while the mechanical compression ratio is maximized, the interference between the valve and the piston does not occur during the opening timing IO of the intake valve 7. It is maintained at the target opening timing of intake top dead center substantially in the region.

内燃机的控制装置以及控制方法

在使进气阀(2)和排气阀(3)的气门重叠时间增加，从而使实际吸入空气量增加的状况下，通过使实际压缩比暂时降低为低于稳定状态下的目标压缩比(S24)，从而以进气阀(2)以及排气阀(3)不与活塞(8)干涉的方式，实现所述气门重叠时间的增加。

内燃机的控制装置以及控制方法

在使进气阀(2)和排气阀(3)的气门重叠时间增加，从而使实际吸入空气量增加的状况下，通过使实际压缩比暂时降低为低于稳定状态下的目标压缩比(S24)，从而以进气阀(2)以及排气阀(3)不与活塞(8)干涉的方式，实现所述气门重叠时间的增加。

Method and system for pre-ignition control

FIELD: motors and pumps. SUBSTANCE: invention can be used in control systems of internal combustion engines. Methods and systems are provided for addressing pre-ignition by mechanically varying a piston displacement within a combustion chamber. In response to pre-ignition and engine speed, when pre-ignition occurs, a static compression ratio may be reduced until a threshold lower compression ratio is reached. Pre-ignition is further addressed with enrichment of the fuel-air mixture. Thereby the amount of pre-ignition mitigating enrichment required overall is reduced. EFFECT: reducing fuel consumption and engine toxicity, as well as improving engine performance. 18 cl, 7 dwg РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (13) 2 669 101 C2 (51) МПК F02D 15/02 (2006.01) F02D 41/22 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ (52) СПК F02D 15/02 (2018.02); F02D 35/02 (2018.02) (21)(22) Заявка: 2016100901, 13.01.2016 (24) Дата начала отсчета срока действия патента: (73) Патентообладатель(и): Форд Глобал Текнолоджиз, ЛЛК (US) Дата регистрации: 08.10.2018 (56) Список документов, цитированных в отчете о поиске: US 6947830 B1, 20.09.2005. US 6990934 B2, 31.01.2006. RU 2434153 C2, 20.11.2011. RU 2211933 C2, 10.09.2003. 23.01.2015 US 14/604,279 (43) Дата публикации заявки: 18.07.2017 Бюл. № 20 (45) Опубликовано: 08.10.2018 Бюл. № 28 R U (54) СПОСОБ И СИСТЕМА КОНТРОЛЯ ПРЕЖДЕВРЕМЕННОГО ВОСПЛАМЕНЕНИЯ (57) Реферат: Изобретение может быть использовано в сжатия. В дальнейшем борьбу с системах управления для двигателей внутреннего преждевременным воспламенением ведут сгорания. Предложены способы и системы для посредством обогащения топливовоздушной борьбы с преждевременным воспламенением смеси. Тем самым уменьшается общая величина путем механического изменения хода поршня обогащения, которая требуется для подавления внутри камеры сгорания. В ответ на явлений преждевременного воспламенения. преждевременное воспламенение и обороты Технический ...

一种改变汽车发动机压缩比的装置

本发明公开了一种改变汽车发动机压缩比的装置，旨在克服现有技术结构复杂的问题，该装置包括曲轴、1号齿轮、4个2号齿轮、4个3号齿轮、轴、10个轴座、4至9号齿轮、套筒与4个连杆轴颈套筒。轴13采用10个轴座固接在曲轴的正下方，套筒套装在轴的右端，套筒与其下正方的6号齿轮啮合连接，4至9号齿轮分别套装2个轴座之间的轴上，4号齿轮与轴之间为键连接，其它齿轮与轴之间为转动连接，4号齿轮、5号齿轮、7号齿轮、8号齿轮、9号齿轮依次和安装在曲轴上的1号齿轮、4个3号齿轮啮合连接，4个3号齿轮的小齿轮依次和安装在曲轴中的连杆轴颈外端的2号齿轮啮合连接，4个连杆轴颈套筒套装在4个连杆轴颈上，两者之间为键连接。

Spark ignition internal combustion engine

FIELD: engines and pumps. ^ SUBSTANCE: proposed ICE comprises variable compression ratio mechanism and valve timing mechanism. The former can vary mechanical compression ratio. The latter can separately control valve OPEN and CLOSE moments. With ICE running at low load, maximum compression ratio is set. This allows maximum expansion ratio of 20 and higher at ICE low-load operation. In low-load ICE operation, intake valve CLOSE moment displaces from intake TDC, while intake valve OPEN moment is kept at preset OPEN moment. Said preset OPEN moment is, in fact, intake TDC. Said preset OPEN moment is kept to avoid collision between valves and piston. There is no said collision when at least mechanical compression ratio is maximum. ^ EFFECT: preventing collision between intake valve and piston, higher thermal efficiency. ^ 20 cl, 15 dwg РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) 2 404 368 (13) C2 (51) МПК F02D 41/00 F02D 15/00 F02D 13/02 (2006.01) (2006.01) (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ, ПАТЕНТАМ И ТОВАРНЫМ ЗНАКАМ (12) ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ (21), (22) Заявка: 2009101025/06, 09.04.2007 (24) Дата начала отсчета срока действия патента: 09.04.2007 (72) Автор(ы): АКИХИСА Дайсуке (JP), КАМИЯМА Эйити (JP) (43) Дата публикации заявки: 20.07.2010 2 4 0 4 3 6 8 (45) Опубликовано: 20.11.2010 Бюл. № 32 (56) Список документов, цитированных в отчете о поиске: JP 11210539 А, 03.08.1999. US 2005103290 A1, 19.05.2005. RU 2119077 C1, 20.09.1998. RU 2191910 C2, 27.10.2002. JP 2001263099 A, 26.09.2001. 2 4 0 4 3 6 8 R U (86) Заявка PCT: JP 2007/058218 (09.04.2007) C 2 C 2 (85) Дата перевода заявки PCT на национальную фазу: 15.01.2009 (87) Публикация PCT: WO 2007/145020 (21.12.2007) Адрес для переписки: 129090, Москва, ул.Б.Спасская, 25, стр.3, ООО "Юридическая фирма Городисский и Партнеры", пат.пов. С.А.Дорофееву, рег.№146 (54) ДВИГАТЕЛЬ ВНУТРЕННЕГО СГОРАНИЯ С ЗАЖИГАНИЕМ ИСКРОВОГО ТИПА (57) Реферат: Настоящее изобретение относится к двигателю внутреннего ...

Variable compression ratio device and internal combustion engine using the same

Disclosed are a variable compression ratio device and an internal combustion engine using the variable compression ratio device. The variable compression ratio device comprises a main piston which moves back and forth; a main combustion chamber of which the volume is changed by the main piston; a sub-combustion chamber connected to the main combustion chamber; a sub-piston on the sub-combustion chamber to be moved back and forth to change the volume of the sub-combustion chamber; and a sub-piston reciprocating device to reciprocate the sub-piston. Therefore, the variable compression ratio device improves the fuel efficiency and the output of the internal combustion engine.

Ice with variable compression ratio

FIELD: engines and pumps. SUBSTANCE: internal combustion engine with variable compression ratio comprises an upper - cylinder part and a lower - crankcase part slidably interconnected and linked via displacement mechanism, there is a gasket installed between the upper and lower parts of the engine, crankcase part is provided front and rear with rigidly fixed and upstanding consoles with holes and with bearings installed in the holes, cylinder part is provided front and rear with shafts, rigidly fixed horizontally and eccentrically relative to the longitudinal axis of the cylinder part and inserted in the holes with consoles bearings of the crankcase part, wherein the cylinder part is installed with possible deviation from the vertical position on a circular path via displacement mechanism. Consoles bearings can be designed as roller ones. EFFECT: improvement of functional and operational characteristics due to simplifying the design of change in the compression ratio by changing the kinematics of the engine crank-and-rod mechanism. 2 cl, 4 dwg РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (13) 2 626 613 C2 (51) МПК F02B 75/04 (2006.01) F02D 15/04 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ (21)(22) Заявка: 2015137401, 02.09.2015 (24) Дата начала отсчета срока действия патента: 02.09.2015 (72) Автор(ы): Долгих Игорь Владимирович (RU) (73) Патентообладатель(и): Долгих Игорь Владимирович (RU) Дата регистрации: (56) Список документов, цитированных в отчете о поиске: DE 4120822 A1, 07.01.1993. DE Приоритет(ы): (22) Дата подачи заявки: 02.09.2015 (43) Дата публикации заявки: 06.03.2017 Бюл. № 7 (45) Опубликовано: 31.07.2017 Бюл. № 22 2 6 2 6 6 1 3 R U (54) ДВИГАТЕЛЬ ВНУТРЕННЕГО СГОРАНИЯ С ИЗМЕНЯЕМОЙ СТЕПЕНЬЮ СЖАТИЯ (57) Реферат: Изобретение относится к автомобильной эксцентрично относительно продольной оси технике, в частности к двигателю внутреннего цилиндровой части и входящими в отверстия с сгорания. Двигатель внутреннего ...

전체 작업 조건 채널 분할 시간 분할 과급 흡기 내연기관의 가변 압축비 기술

전체 작업 조건 채널 분할 시간 분할 과급 흡기 내연기관의 가변 압축비 기술은, 설치된 과급 흡기 공급 장치를 통해 채널 분할 시간 분할 과급 흡기를 수행하고 과급 흡기량을 변경하여 압축비를 변경한다. 채널 분할 흡기는 과급 흡기가 자연 흡기 채널과 분리되어, 자체 독자적인 채널로 곧바로 실린더(C)로 유입되는 것이다. 시간 분할 흡기는 압축 행정 단계에서 과급 흡기되는 것이다. 과급 흡기 공급 장치는 전기 모터(M), 공기 압축기(P 1, P 2 ) 및 공기 저장 탱크를 포함하고, 과급 흡기량은 내연기관의 필요에 따라 ECU 수치 제어 장치에서 전자식 가스 밸브(V)를 제어하여 실린더(C)에 공기를 주입하여, 시기적절하고 정확한 흡기량을 구현한다. 내연기관 최고 회전 속도 시의 최저 압축비에 따라 연소실 용적을 설정함으로써, 디젤 내연기관 및 가솔린 내연기관의 노킹 문제를 해결하였다. 배기 행정이 끝나면 연소실의 폐가스의 흡기 강제 배출을 수행한다. 상기 기술은 높은 흡기 효율 및 정확한 흡기량 제어로 내연기관 전체 작업 조건 가변 압축비를 구현하였다.

Internal combustion engine with variable compression chamber volume

FIELD: engines and pumps. SUBSTANCE: proposed engine comprises cylinder, adjusting piston and working piston; on inner surface of cylinder there is an annular groove with triangular cross section. Elastic element in form of ring spring made from material with shape memory effect, along external perimeter is rigidly fixed in top of triangular annular grooves, and along internal perimeter is connected with adjusting piston. At starting and warming-up cold engine, elastic element is pressed to lower surface of annular grooves. After engine has warmed up in elastic member material martensite transformation occurs, and elastic member is bent upward and is pressed against upper surface of annular groove. EFFECT: technical result consists in automatic control of value of volume compression chamber of internal combustion engine. 1 cl, 2 dwg РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (13) 2 586 222 C1 (51) МПК F02B 75/04 (2006.01) F02D 15/04 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ОПИСАНИЕ (21)(22) Заявка: ИЗОБРЕТЕНИЯ К ПАТЕНТУ 2015120534/06, 29.05.2015 (24) Дата начала отсчета срока действия патента: 29.05.2015 (45) Опубликовано: 10.06.2016 Бюл. № 16 2 5 8 6 2 2 2 R U (54) ДВИГАТЕЛЬ ВНУТРЕННЕГО СГОРАНИЯ С ИЗМЕНЯЕМЫМ ОБЪЕМОМ КАМЕРЫ СЖАТИЯ (57) Реферат: Изобретение относится к двигателестроению. эффектом памяти формы, по внешнему периметру Техническим результатом является жестко закреплен в вершине треугольной автоматическое управление величиной объема кольцевой выточки, а по внутреннему периметру камеры сжатия двигателя внутреннего сгорания. связан с регулировочным поршнем. При пуске и Сущность изобретения заключается в том, что прогреве холодного двигателя упругий элемент двигатель содержит цилиндр, регулировочный прижат к нижней поверхности кольцевой поршень и рабочий поршень; на внутренней выточки. После прогрева двигателя в материале поверхности цилиндра выполнена кольцевая упругого элемента происходит мартенситное выточка с треугольным поперечным ...

Internal combustion engine with spark ignition (versions) and control method of such engine (versions)

FIELD: engines and pumps. ^ SUBSTANCE: internal combustion engine with spark ignition includes compression ratio control mechanism that changes the mechanical compression degree and valve actuation time control mechanism that controls the time at which the inlet valve is closed. The amount of intake air supplied to combustion chamber is controlled with the change of time of inlet valve closing. When the index of air-to-fuel ratio in fuel mixture increases from the first specified index of air/fuel ratio to the second specified index of air/fuel ratio, closing time of the inlet valve is adapted to the time when the piston passes the lower dead-point until the index of air/fuel ratio is equal to the second specified index of air/fuel ratio; at that, the amount of sprayed fuel is not changed. Versions of internal combustion engine design and versions of control method of internal combustion engine are described. ^ EFFECT: preventing the changes in torque moment value by changing the compression degree and ratio of fuel mixture components. ^ 30 cl, 13 dwg РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) 2 434 153 (13) C2 (51) МПК F02D 13/02 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ, ПАТЕНТАМ И ТОВАРНЫМ ЗНАКАМ (12) ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ (21)(22) Заявка: 2010100831/06, 11.07.2008 (24) Дата начала отсчета срока действия патента: 11.07.2008 (72) Автор(ы): АКИХИСА Дайсуке (JP), КАМИЯМА Эйити (JP) R U (73) Патентообладатель(и): ТОЙОТА ДЗИДОСЯ КАБУСИКИ КАЙСЯ (JP) Приоритет(ы): (30) Конвенционный приоритет: 12.07.2007 JP 2007-183434 (45) Опубликовано: 20.11.2011 Бюл. № 32 2 4 3 4 1 5 3 (56) Список документов, цитированных в отчете о поиске: DE 102004005751 A1, 26.08.2004. JP 2004239175 A, 20.08.1993. EP 1363002 A1, 19.11.2003. EP 1348853 A1, 19.11.2003. JP 60093137 A, 20.08.1985. RU 2005114745 A, 20.01.2006. 2 4 3 4 1 5 3 R U (86) Заявка PCT: IB 2008/001812 (11.07.2008) C 2 C 2 (85) Дата начала рассмотрения заявки PCT на национальной фазе: 12.02.2010 (87) ...

SPARK IGNITION INTERNAL COMBUSTION ENGINE

1. Двигатель внутреннего сгорания с искровым зажиганием, содержащий механизм переменной степени сжатия, выполненный с возможностью изменения степени механического сжатия, механизм регулирования фаз газораспределения, выполненный с возможностью управления регулированием по времени закрывания впускного клапана, и дроссельную заслонку, расположенную во впускном канале двигателя и выполненную с возможностью управления количеством всасываемого воздуха, причем степень механического сжатия делается более высокой на стороне работы двигателя с низкой нагрузкой, чем во время работы двигателя с высокой нагрузкой, при этом степень механического сжатия постепенно уменьшается на стороне работы двигателя с высокой нагрузкой, когда нагрузка двигателя становится выше, причем регулирование по времени закрывания впускного клапана осуществляется таким образом, чтобы сдвигаться, когда нагрузка двигателя становится ниже, в направлении от нижней мертвой точки впускного такта, при этом степень фактического сжатия делается ниже, когда нагрузка двигателя уменьшается на стороне работы двигателя с низкой нагрузкой, причем дроссельная заслонка выполнена таким образом, чтобы закрываться, когда степень фактического сжатия становится ниже на стороне работы двигателя с низкой нагрузкой. ! 2. Двигатель по п.1, в котором степень механического сжатия является максимальной степенью механического сжатия на стороне работы двигателя с низкой нагрузкой. ! 3. Двигатель по п.1, в котором степень расширения на стороне работы двигателя с низкой нагрузкой равна 20 или более. ! 4. Двигатель по п.1, в котором дроссельная заслонка удерживается РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) 2010 107 187 (13) A (51) МПК F02D 15/04 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ, ПАТЕНТАМ И ТОВАРНЫМ ЗНАКАМ (12) ЗАЯВКА НА ИЗОБРЕТЕНИЕ (21)(22) Заявка: 2010107187/06, 05.11.2008 (71) Заявитель(и): ТОЙОТА ДЗИДОСЯ КАБУСИКИ КАЙСЯ (JP) Приоритет(ы): (30) Конвенционный приоритет: 06.11.2007 JP 2007-288926 (87) Публикация ...

Spark ignition type internal combustion engine

火花点火式内燃机具备多个气缸，能够使这些气缸中的一部分气缸中的燃烧停止。并且，火花点火式内燃机具备：可变压缩比机构(A)，该可变压缩比机构(A)能够变更机械压缩比；以及可变气门正时机构(B)，该可变气门正时机构(B)能够对进气门的闭阀正时进行控制，当使一部分气缸停止时或者使停止气缸增加时，使进气门(7)的闭阀正时朝接近进气下死点侧的方向移动，并且使工作中的气缸的机械压缩比降低。这样，通过使多个气缸的一部分停止，即便是在内燃机负荷低的区域中也能够实现高的热效率。

Lean-burn variable compression ratio engine

The efficiency of a spark-ignition internal-combustion engine having an adjustable fuel-to-air mixture ratio is improved significantly by reducing the fuel-to-air mixture ratio and increasing compression ratio. The increase in compression ratio and the reduction in fuel-to-air mixture ratio causes the engine to operate at higher efficiency and with lower air pollution levels, and without detrimental engine knock or misfire.

Internal-combustion engine with variable compression ratio

(57)【要約】本公報は電子出願前の出願データであるた め要約のデータは記録されません。

Spark ignition internal combustion engine

Method of adjusting mechanical compression ratio and actual compression ratio start point (versions)

FIELD: engines and pumps. ^ SUBSTANCE: internal combustion engine incorporates mechanism to vary compression ration and mechanism to vary actual compression ratio start point. Mechanical compression ratio is set to maximum so that compression ratio equals or exceeds 20 in engine operation at low load, while actual compression ratio in engine operation at low load is set at the level of actual compression ratio, in fact, equal to that in engine operation at high load. ^ EFFECT: increased thermal efficiency. РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) 2 407 904 (13) C2 (51) МПК F02D 13/02 F02D 15/04 F02D 15/00 (2006.01) (2006.01) (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ, ПАТЕНТАМ И ТОВАРНЫМ ЗНАКАМ (12) ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ (21), (22) Заявка: 2008148953/06, 09.04.2007 (24) Дата начала отсчета срока действия патента: 09.04.2007 (73) Патентообладатель(и): ТОЙОТА ДЗИДОСЯ КАБУСИКИ КАЙСЯ (JP) (43) Дата публикации заявки: 20.06.2010 2 4 0 7 9 0 4 (45) Опубликовано: 27.12.2010 Бюл. № 36 (56) Список документов, цитированных в отчете о поиске: JP 2004218522 А, 05.08.2004. ЕР 1526265 А, 27.04.2005. SU 57485 A1, 31.07.1940. DE 102004005751 A1, 26.08.2004. WO 99/50541 A, 07.10.1999. 2 4 0 7 9 0 4 R U (86) Заявка PCT: JP 2007/058217 (09.04.2007) C 2 C 2 (85) Дата перевода заявки PCT на национальную фазу: 12.12.2008 (87) Публикация PCT: WO 2007/132613 (22.11.2007) Адрес для переписки: 129090, Москва, ул.Б.Спасская, 25, стр.3, ООО "Юридическая фирма Городисский и Партнеры", пат.пов. А.В.Мицу, рег.№ 364 (54) СПОСОБ РЕГУЛИРОВАНИЯ МЕХАНИЧЕСКОЙ СТЕПЕНИ СЖАТИЯ И МОМЕНТА НАЧАЛА ДЕЙСТВИЯ ФАКТИЧЕСКОГО СЖАТИЯ (ВАРИАНТЫ) (57) Реферат: Изобретение относится к области двигателестроения, а именно к двигателям с переменной степенью сжатия. Техническим результатом является повышение термического КПД. Сущность изобретения заключается в том, что двигатель внутреннего сгорания снабжен механизмом переменной степени сжатия, способным изменять механическую степень сжатия, и ...

SPARK IGNITION INTERNAL COMBUSTION ENGINE

1. Двигатель внутреннего сгорания с искровым зажиганием, содержащий механизм изменения степени сжатия, который может изменять механическую степень сжатия, и механизм изменения момента открытия и закрытия клапана, который может регулировать момент закрытия впускного клапана, при этом задана зона запрета входа для комбинации механической степени сжатия и времени закрытия впускного клапана и установлена запретная зона для сочетания механической степени сжатия и момента закрытия впускного клапана, а рабочей точке, показывающей сочетание механической степени сжатия и момента закрытия впускного клапана, запрещен вход в запретную зону, причем, когда требуемое количество всасываемого воздуха изменяется, рассчитывается целевая рабочая точка, которая может быть достигнута за фиксированное время без входа в указанную запретную зону от текущей рабочей точки по направлению к рабочей точке, удовлетворяющей требуемому количеству всасываемого воздуха, чтобы тем самым изменить механическую степень сжатия и момент закрытия впускного клапана по направлению к целевой рабочей точке.2. Двигатель внутреннего сгорания с искровым зажиганием по п.1, в котором указанной целевой рабочей точкой делают рабочую точку, наиболее удаленную от текущей рабочей точки из числа рабочих точек, которые могут быть достигнуты за фиксированное время без входа в указанную запретную зону от текущей рабочей точки до рабочей точки, удовлетворяющей требуемому количеству всасываемого воздуха.3. Двигатель внутреннего сгорания с искровым зажиганием по п.2, в котором предусмотрена дроссельная заслонка для регулирования количества всасываемого � РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (51) МПК F02D 15/04 (13) 2012 129 951 A (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ЗАЯВКА НА ИЗОБРЕТЕНИЕ (21)(22) Заявка: 2012129951/06, 28.01.2010 (71) Заявитель(и): ТОЙОТА ДЗИДОСЯ КАБУСИКИ КАЙСЯ (JP) Приоритет(ы): (22) Дата подачи заявки: 28.01.2010 (43) Дата публикации заявки: 10.03.2014 Бюл. № 7 R U (85) Дата начала ...

Control method and control device for internal combustion engine

FIELD: engines and pumps.SUBSTANCE: invention can be used in the internal combustion engines. Disclosed is a control method for an internal combustion engine, which includes forming an air-fuel mixture which is leaner than an air-fuel mixture with stoichiometric air-to-fuel ratio in a cylinder by means of a first fuel injection. Performing the second fuel injection to the adjacent spark plug discharge channel space during the period in which the air-fuel mixture in the cylinder is subjected to low-temperature oxidation reaction in the compression stroke. After the second fuel injection, the spark ignition is performed by means of the ignition plug at the moment when the ignition spark spark reaches fuel injected by means of the second fuel injection.EFFECT: invention makes it possible to burn off a fuel-air mixture in engine, as well as to improve fuel efficiency and toxicity of engine.4 cl, 14 dwg РОССИЙСКАЯ ФЕДЕРАЦИЯ ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) (19) RU (11) (13) 2 685 771 C1 (51) МПК F02D 15/00 (2006.01) F02D 23/02 (2006.01) F02D 41/30 (2006.01) F02D 43/00 (2006.01) F02P 5/15 (2006.01) F02B 1/02 (2006.01) ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ (52) СПК F02D 15/02 (2019.02); F02D 15/04 (2019.02); F02D 23/02 (2019.02); F02D 41/0007 (2019.02); F02D 41/3035 (2019.02); F02D 41/3041 (2019.02); F02D 41/34 (2019.02); F02D 41/402 (2019.02); F02D 43/00 (2019.02); F02D 43/04 (2019.02); F02P 5/045 (2019.02); F02P 5/15 (2019.02) (21) (22) Заявка: 2018128596, 05.02.2016 05.02.2016 (73) Патентообладатель(и): НИССАН МОТОР КО., ЛТД. (JP) Дата регистрации: (56) Список документов, цитированных в отчете о поиске: US 20070023003 A1, 01.02.2007. US Приоритет(ы): (22) Дата подачи заявки: 05.02.2016 20090159045 A1, 25.06.2009. RU 2554156 C2, 27.06.2015. (45) Опубликовано: 23.04.2019 Бюл. № 12 (85) Дата начала рассмотрения заявки PCT на национальной фазе: 03.09.2018 (86) Заявка PCT: 2 6 8 5 7 7 1 23.04.2019 R U (24) Дата начала отсчета срока действия патента: (72) ...

Engine control method (embodiments) and vehicle system

FIELD: machine building. SUBSTANCE: invention relates to method and system for integration of engine with variable compression ratio with stepless transmission. According to the request of the driver, the controller can determine whether to maintain the current compression ratio or switch to a different compression ratio based on the fuel saving advantage of said transition and additionally based on engine limitations, which can occur at engine speed/load after transition. To increase clean fuel economy while eliminating engine limitations, transition to another compression ratio can be combined with engine rpm/load control mode using stepless transmission while maintaining engine output power. EFFECT: technical result is higher fuel economy. 9 cl, 6 dwg РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (13) 2 696 178 C2 (51) МПК F02D 15/02 (2006.01) F02D 41/14 (2006.01) F02D 41/26 (2006.01) B60W 10/06 (2006.01) B60W 10/101 (2012.01) B60W 30/188 (2012.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ (52) СПК B60W 10/06 (2019.05); B60W 10/101 (2019.05); B60W 30/1882 (2019.05); F02D 15/02 (2019.05); F02D 41/1406 (2019.05); F02D 41/26 (2019.05) (21)(22) Заявка: 2017111602, 06.04.2017 06.04.2017 Дата регистрации: (73) Патентообладатель(и): Форд Глобал Текнолоджиз, ЛЛК (US) 31.07.2019 04.05.2016 US 15/146,822 (43) Дата публикации заявки: 08.10.2018 Бюл. № 28 (56) Список документов, цитированных в отчете о поиске: RU 151182 U1, 27.03.2015. US 20110307159 A1, 15.12.2011. US 20110005497 A1, 13.01.2011. US 6796287 B2, 28.09.2004. US 4096370 A1, 20.06.1978. (45) Опубликовано: 31.07.2019 Бюл. № 22 R U (54) СПОСОБ УПРАВЛЕНИЯ ДВИГАТЕЛЕМ (ВАРИАНТЫ) И СИСТЕМА АВТОМОБИЛЯ (57) Реферат: Изобретение относится к способу и системе при частоте вращения/нагрузке двигателя после для интеграции двигателя с изменяемой степенью перехода. Для повышения чистой экономии сжатия (ИСС) с бесступенчатой коробкой передач топлива при устранении ограничений двигателя (БКП). ...

Two stroke IC engine - has means to change timing of opening and closing of inlet valve

The two-stroke internal combustion engine has at least one inlet and one exhaust valve per cylinder. It has the valve timing arranged to provide an overlap in the operation of the two valves in order to scavenge the combustion chamber with fresh incoming air. Under full load operation, the inlet valve opens at the angular position (Eo) of the crankshaft and closes at the angular position (Es) (fig 1). Controls are provided to change the timing of the opening and closing of the inlet valve when operating under part load. The effective stroke of the piston is then increased from (Vv) to (Vt) but the angle (alpha) of rotation of the crankshaft between opening and closing remains the same. USE - Two stroke IC-engines.

Internal combustion engine with partial shut-down and method for operating such internal combustion engine

本发明涉及被提供用于内燃发动机的系统，其包括至少两个汽缸，其中至少两个汽缸形成至少两组，其中每组包括至少一个汽缸，至少一组的至少一个汽缸形成这样的汽缸，即其能够以依赖负荷的方式被激活，以及在未及预定义的负荷的情况下被停用。至少两组的特征在于不同的汽缸容积，第一组的至少一个汽缸具有较小的汽缸容积，而第二组的至少一个汽缸具有较大的汽缸容积；以及第二组的至少一个汽缸包括可激活和可停用的汽缸。在部分负荷期间，第一组汽缸的使用和第二组汽缸的停用增加了发动机效率和燃料经济性。

SPARK IGNITION INTERNAL COMBUSTION ENGINE

1. Двигатель внутреннего сгорания с искровым зажиганием, снабженный механизмом, обеспечивающим изменяемую синхронизацию для управления моментом времени закрытия впускного клапана, и механизмом для изменения механической степени сжатия и регулировки момента закрытия впускного клапана для управления количеством всасываемого воздуха, поступающего в камеру сгорания, в котором момент закрытия впускного клапана приближается к моменту прохождения нижней мертвой точки в такте впуска при уменьшении атмосферного давления и механическая степень сжатия уменьшается при уменьшении атмосферного давления или при увеличении температуры атмосферы для обеспечения того, чтобы крутящий момент на выходе соответствовал требуемому даже при изменении атмосферного давления. ! 2. Двигатель внутреннего сгорания с искровым зажиганием по п.1, в котором приближение момента закрытия впускного клапана к моменту прохождения нижней мертвой точки в такте впуска возрастает при снижении атмосферного давления, а механическая степень сжатия уменьшается при снижении атмосферного давления или при возрастании температуры атмосферы для обеспечения того, чтобы крутящий момент на выходе соответствовал требуемому даже при изменении атмосферного давления. ! 3. Двигатель внутреннего сгорания с искровым зажиганием по п.1, в котором опорный момент времени закрытия впускного клапана, при котором выходной крутящий момент соответствует требуемому крутящему при заданном атмосферном давлении, запоминается заранее и при падении атмосферного давления ниже заданного атмосферного давления момент времени закрытия впускного клапана задается приб� РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) 2008 137 631 (13) A (51) МПК F02D 13/02 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ, ПАТЕНТАМ И ТОВАРНЫМ ЗНАКАМ (12) ЗАЯВКА НА ИЗОБРЕТЕНИЕ (21), (22) Заявка: 2008137631/06, 01.10.2007 (71) Заявитель(и): ТОЙОТА ДЗИДОСЯ КАБУСИКИ КАЙСЯ (JP) (30) Конвенционный приоритет: 10.11.2006 JP 2006-305160 (43) Дата публикации заявки: 27.03.2010 ...

Internal combustion engine with spark ignition

FIELD: engines and pumps. SUBSTANCE: internal combustion engine (ICE) with spark ignition includes compression degree control mechanism, gas distribution phase control mechanism and throttle valve. When load on ICE becomes lower, the closing moment of inlet valve is shifted aside from lower dead point of suction stroke, and mechanical compression degree increases to maximum. At engine operation in range of loads that are lower than engine load at which mechanical compression degree becomes maximum, mechanical compression degree is maintained as maximum load, and actual compression degree decreases. On engine operation side with high load the mechanical compression degree decreases gradually when the load increases. When engine load becomes lower, inlet valve is shifted from lower dead point of inlet stroke. When engine load decreases on engine operation side with low load, actual compression degree decreases; at that, throttle gate closes. EFFECT: providing favourable conditions for fuel ignition and combustion and improving thermal effectiveness. 5 cl, 11 dwg РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) 2 436 981 (13) C2 (51) МПК F02D 41/04 (2006.01) F02D 15/00 (2006.01) F02D 13/02 (2006.01) F02D 9/02 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ (21)(22) Заявка: 2010107187/06, 05.11.2008 (24) Дата начала отсчета срока действия патента: 05.11.2008 (73) Патентообладатель(и): ТОЙОТА ДЗИДОСЯ КАБУСИКИ КАЙСЯ (JP) (43) Дата публикации заявки: 10.09.2011 Бюл. № 25 2 4 3 6 9 8 1 (45) Опубликовано: 20.12.2011 Бюл. № 35 (56) Список документов, цитированных в отчете о поиске: JP 2007071046 А, 22.03.2007. JP 2007239550 А, 20.09.2007. JP 2005106020 А, 21.04.2005. RU 2119077 С1, 20.09.1998. RU 2206769 С1, 20.06.2003. 2 4 3 6 9 8 1 R U (86) Заявка PCT: JP 2008/070534 (05.11.2008) C 2 C 2 (85) Дата начала рассмотрения заявки PCT на национальной фазе: 26.02.2010 (87) Публикация заявки РСТ: WO 2009/060979 (14.05.2009) Адрес для переписки: ...

Detonating internal combustion engine with floating piston and method of its control

FIELD: motors and pumps. SUBSTANCE: invention is related to propulsion engineering, in particular, to internal combustion engines. According to invention, two pistons of the same diameter are installed in engine cylinder, one of which is connected to crankshaft by means of connecting rod, and the other is arranged as kinematically independent. Cavity filled with oil is created between pistons, volume of which is controlled by means of valves and pressure controller, thus providing possibility of compression extent control in engine. Engine control is realised with the help of electronic facilities that determine value of compression extent that provides for detonating ignition of fuel-air mixture in engine cylinder. At that in order to determine required extent of compression, it is set below design value of self-ignition, igniting fuel-air mixture from spark candle in the beginning of driving stroke, after pistons have passed upper dead point. Extent of compression on operating engine with every stroke is increased to the moment of detonating self-ignition of mixture in upper dead point, afterwards spark candle is switched off. EFFECT: higher efficiency of control of fuel-air mixture ignition process from compression, and also in reduction of loads on components of crank gear. 2 cl, 1 dwg ÐÎÑÑÈÉÑÊÀß ÔÅÄÅÐÀÖÈß (19) RU (11) 2 344 306 (13) C2 (51) ÌÏÊ F02D F02B F02B F02B 15/04 (2006.01) 75/04 (2006.01) 9/02 (2006.01) 75/28 (2006.01) ÔÅÄÅÐÀËÜÍÀß ÑËÓÆÁÀ ÏÎ ÈÍÒÅËËÅÊÒÓÀËÜÍÎÉ ÑÎÁÑÒÂÅÍÍÎÑÒÈ, ÏÀÒÅÍÒÀÌ È ÒÎÂÀÐÍÛÌ ÇÍÀÊÀÌ (12) ÎÏÈÑÀÍÈÅ ÈÇÎÁÐÅÒÅÍÈß Ê ÏÀÒÅÍÒÓ (21), (22) Çà âêà: 2006119747/06, 06.06.2006 (72) Àâòîð(û): Êàìàíèí Àëåêñàíäð Ãåîðãèåâè÷ (RU) (24) Äàòà íà÷àëà îòñ÷åòà ñðîêà äåéñòâè ïàòåíòà: 06.06.2006 (73) Ïàòåíòîîáëàäàòåëü(è): Êàìàíèí Àëåêñàíäð Ãåîðãèåâè÷ (RU) (43) Äàòà ïóáëèêàöèè çà âêè: 27.12.2007 R U (45) Îïóáëèêîâàíî: 20.01.2009 Áþë. ¹ 2 Àäðåñ äë ïåðåïèñêè: 109147, Ìîñêâà, óë. Ìàðêñèñòñêà , 5, êâ.193, À.Ã. Êàìàíèíó (54) ÄÅÒÎÍÀÖÈÎÍÍÛÉ ÄÂÈÃÀÒÅËÜ ÂÍÓÒÐÅÍÍÅÃÎ ÑÃÎÐÀÍÈß Ñ ...

Internal combustion engine with spark ignition

FIELD: engines and pumps. SUBSTANCE: internal combustion engine (ICE) with spark ignition includes variable compression degree mechanism and mechanism for adjustment of gas distribution phases. Variable compression degree mechanism has the possibility of changing mechanical compression degree. Gas distribution phase control mechanism has the possibility of controlling the inlet valve closing moment. Mechanical compression degree in working range of low load, excluding idle operation, is more than during the operation at high load. Mechanical compression degree during idle operation becomes lower than for working range of low load. When engine operation is switched over to idle mode, mechanical compression degree can be decreased gradually. EFFECT: reducing vibration and noise caused by the engine during idle operation. 9 cl, 13 dwg РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) 2 436 982 (13) C2 (51) МПК F02D 41/04 (2006.01) F02D 15/00 (2006.01) F02D 13/02 (2006.01) F02D 9/02 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ (21)(22) Заявка: 2010107204/06, 30.10.2008 (24) Дата начала отсчета срока действия патента: 30.10.2008 (73) Патентообладатель(и): ТОЙОТА ДЗИДОСЯ КАБУСИКИ КАЙСЯ (JP) (43) Дата публикации заявки: 10.09.2011 Бюл. № 25 2 4 3 6 9 8 2 (45) Опубликовано: 20.12.2011 Бюл. № 35 (56) Список документов, цитированных в отчете о поиске: JP 2007071046 А, 22.03.2007. JP 2005106020 А, 21.04.2005. JP 2003003873 А, 08.01.2003. RU 2119077 С1, 20.09.1998. RU 2206769 С1, 20.06.2003. 2 4 3 6 9 8 2 R U (86) Заявка PCT: JP 2008/070250 (30.10.2008) C 2 C 2 (85) Дата начала рассмотрения заявки PCT на национальной фазе: 26.02.2010 (87) Публикация заявки РСТ: WO 2009/060921 (14.05.2009) Адрес для переписки: 129090, Москва, ул.Б.Спасская, 25, стр.3, ООО "Юридическая фирма Городисский и Партнеры", пат.пов. А.В.Мицу, рег.№ 364 (54) ДВИГАТЕЛЬ ВНУТРЕННЕГО СГОРАНИЯ С ИСКРОВЫМ ЗАЖИГАНИЕМ (57) Реферат: Изобретение относится к двигателю ...

Variable compression ratio engine and automobile

本发明公开了一种可变压缩比发动机及汽车，所述发动机的气缸盖(1)与气缸体之间形成多个燃烧室，进一步包括驱动电机(2)和多个中心活塞(3)；所述中心活塞(3)的内部设有喷油嘴组件(4)和火花塞(5)，其喷油端和点火端位于所述中心活塞(3)的下端；所述气缸盖(1)设有用于安装各所述中心活塞(3)的活塞腔，所述驱动电机(2)设于所述气缸盖(1)，并通过联动部件与各所述中心活塞(3)相连接，以带动所述中心活塞(3)一起上下移动，使所述中心活塞(3)的下端嵌入或移出各所述燃烧室。该发动机通过电机控制来改变燃烧室的容积进而改变发动机的压缩比，使发动机能够在分层燃烧方式下工作，来实现提高发动机工作效能。

Disc valve control means

The valve for an internal combustion engine comprises a stem (1) and a valve disc (2) which is arranged at an acute angle relative to the stem and lifted off its seat (3) by a cam on a cam shaft. The valve disc is not circular, preferably elliptical. The valve is rotatable by a swivel drive (5-8) such that, by rotation, ducts or chambers (4) connecting to the seat can be connected to or disconnected from the combustion chamber (9). The disc may be eccentric relative to the stem and the drive may be operated in step with the engine cycle and/ or under computer control responding to engine parameter sensors.

Control method of mechanical compression degree and starting moment of actual compression (versions)

FIELD: engines and pumps. ^ SUBSTANCE: internal combustion engine is equipped with mechanism (A) that provides changeable compression degree and mechanism (B) that provides changing of time start moment of actual compression by means of adjusting the moment of input valve closing 7. The quantity of intake air corresponding to required load is directed to combustion chamber (5). The pressure, temperature and density in combustion chamber (5) is maintained at the end of compression stroke essentially stable or unstable notwithstanding engine load by means of control of input valve (7) closing moment and control of mechanical compression degree. ^ EFFECT: improvement of engine operation security without reliability decrease. РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) 2 432 480 (13) C2 (51) МПК F02D 15/04 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ, ПАТЕНТАМ И ТОВАРНЫМ ЗНАКАМ (12) ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ Приоритет(ы): (30) Конвенционный приоритет: 30.05.2006 JP 2006-150262 (73) Патентообладатель(и): ТОЙОТА ДЗИДОСЯ КАБУСИКИ КАЙСЯ (JP) R U (24) Дата начала отсчета срока действия патента: 09.04.2007 (72) Автор(ы): АКИХИСА Даисуке (JP), САВАДА Даисаку (JP), КАМИЯМА Еиити (JP) (21)(22) Заявка: 2008152099/06, 09.04.2007 (43) Дата публикации заявки: 10.07.2010 Бюл. № 19 2 4 3 2 4 8 0 (45) Опубликовано: 27.10.2011 Бюл. № 30 (56) Список документов, цитированных в отчете о поиске: ЕР 1526265 А2, 05.10.2004. RU 2144991 С1, 27.01.2000. SU 261026 A1, 06.01.1970. WO 99/43937 A1, 02.09.1999. 2 4 3 2 4 8 0 R U (86) Заявка PCT: JP 2007/058216 (09.04.2007) C 2 C 2 (85) Дата начала рассмотрения заявки PCT на национальной фазе: 30.12.2008 (87) Публикация заявки РСТ: WO 2007/138794 (06.12.2007) Адрес для переписки: 103735, Москва, ул. Ильинка, 5/2, ООО "Союзпатент", пат.пов. С.Б.Фелицыной, рег. № 303 (54) СПОСОБ УПРАВЛЕНИЯ МЕХАНИЧЕСКОЙ СТЕПЕНЬЮ СЖАТИЯ И МОМЕНТОМ НАЧАЛА ФАКТИЧЕСКОГО СЖАТИЯ (ВАРИАНТЫ) (57) Реферат: Изобретение относится к области двигателестроения, а именно к ...

Four-cylinder opposite engine with variable degrees of compression

FIELD: engines and pumps. SUBSTANCE: compression ratio is changed by changing the volume of the combustion chamber. For this, the crankshaft position is changed. This allows for any operating modes to set the compression ratio, the maximum permissible for fuel properties, including for low-octane fuel, which allows to increase the efficiency and power. In the engine, fuel injection and electromagnetic valve timing control are assumed. For system management of the electromechanical changes compression and engine operating modes are provided for motor drives, actuating mechanisms, microprocessor, which recorded the optimal engine operating modes. Sensors of external and internal environment conditions approximate operation modes to optimal ones. Optimal modes are determined by typical engine tests and stored in the memory of the microprocessor. EFFECT: increase the efficiency of the engine due to changes in the compression ratio. 3 dwg РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (13) 2 638 241 C1 (51) МПК F02D 15/04 (2006.01) F02B 75/04 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ (21)(22) Заявка: 2016129324, 18.07.2016 (24) Дата начала отсчета срока действия патента: 18.07.2016 (72) Автор(ы): Гурьянов Александр Сергеевич (RU) (73) Патентообладатель(и): Гурьянов Александр Сергеевич (RU) Дата регистрации: (56) Список документов, цитированных в отчете о поиске: SU 3085 A1, 15.09.1924. US 4164916 Приоритет(ы): (22) Дата подачи заявки: 18.07.2016 A, 21.08.1979. RU 2099561 C1, 20.12.1997. US 2011107998 A1, 12.05.2011. RU 2509907 C2, 20.03.2014. (45) Опубликовано: 12.12.2017 Бюл. № 35 C 1 2 6 3 8 2 4 1 R U Стр.: 1 C 1 (54) ЧЕТЫРЕХЦИЛИНДРОВЫЙ ОППОЗИТНЫЙ ДВИГАТЕЛЬ С ПЕРЕМЕННОЙ СТЕПЕНЬЮ СЖАТИЯ (57) Реферат: Изобретение относится к поршневым и мощность. В двигателе предполагается впрыск двигателям внутреннего сгорания. Техническим топлива и электромагнитное управление результатом является повышение КПД двигателя клапанами ...

Engine with variable compression ratio and frequency modulation

FIELD: mechanical engineering; internal combustion piston engines. SUBSTANCE: invention relates to piston internal combustion engines with combustion chamber of variable capacity and controlled intake valves. According to invention, control of internal combustion piston engine is provided by selection of capacity of combustion chamber in combustion with time of opening and time of closing of intake valve and with combination of selection of frequency at which working strokes are executed. EFFECT: increased efficiency and reduction of adverse effect on environment. 12 cl ÐÎÑÑÈÉÑÊÀß ÔÅÄÅÐÀÖÈß RU (19) (11) 2 312 998 (13) C2 (51) ÌÏÊ F02D F02D F02B F02B 13/02 15/04 69/06 41/04 (2006.01) (2006.01) (2006.01) (2006.01) ÔÅÄÅÐÀËÜÍÀß ÑËÓÆÁÀ ÏÎ ÈÍÒÅËËÅÊÒÓÀËÜÍÎÉ ÑÎÁÑÒÂÅÍÍÎÑÒÈ, ÏÀÒÅÍÒÀÌ È ÒÎÂÀÐÍÛÌ ÇÍÀÊÀÌ (12) ÎÏÈÑÀÍÈÅ ÈÇÎÁÐÅÒÅÍÈß Ê ÏÀÒÅÍÒÓ (21), (22) Çà âêà: 2005114745/06, 29.10.2003 (72) Àâòîð(û): ÕÅÄÌÀÍ Ìàòñ (SE) (24) Äàòà íà÷àëà îòñ÷åòà ñðîêà äåéñòâè ïàòåíòà: 29.10.2003 (73) Ïàòåíòîîáëàäàòåëü(è): Êàðäæàéí Ýíäæèíèðèíã ÀÁ (SE) R U (30) Êîíâåíöèîííûé ïðèîðèòåò: 04.11.2002 (ïï.1-12) SE 0203257-1 (43) Äàòà ïóáëèêàöèè çà âêè: 20.01.2006 (45) Îïóáëèêîâàíî: 20.12.2007 Áþë. ¹ 35 2 3 1 2 9 9 8 (56) Ñïèñîê äîêóìåíòîâ, öèòèðîâàííûõ â îò÷åòå î ïîèñêå: WO 00/28198 A1, 18.05.2000. WO 99/42718 A1, 26.08.1999. US 5377631 A, 03.01.1995. US 4033304 A, 05.07.1977. DE 3542629 A1, 04.06.1987. EP 1247971 A2, 09.10.2002. RU 2042846 Ñ1, 27.08.1995. RU 2191910 Ñ2, 27.10.2002. (86) Çà âêà PCT: SE 03/01670 (29.10.2003) C 2 C 2 (85) Äàòà ïåðåâîäà çà âêè PCT íà íàöèîíàëüíóþ ôàçó: 06.06.2005 R U 2 3 1 2 9 9 8 (87) Ïóáëèêàöè PCT: WO 2004/042216 (21.05.2004) Àäðåñ äë ïåðåïèñêè: 191036, Ñàíêò-Ïåòåðáóðã, à/ 24, "ÍÅÂÈÍÏÀÒ", ïàò.ïîâ. À.Â.Ïîëèêàðïîâó, ðåã.¹ 009 (54) ÄÂÈÃÀÒÅËÜ Ñ ÏÅÐÅÌÅÍÍÎÉ ÑÒÅÏÅÍÜÞ ÑÆÀÒÈß È ×ÀÑÒÎÒÍÎÉ ÌÎÄÓËßÖÈÅÉ (57) Ðåôåðàò: Èçîáðåòåíèå îòíîñèòñ ê äâèãàòåëåñòðîåíèþ, â ÷àñòíîñòè ê ïîðøíåâûì äâèãàòåë ì âíóòðåííåãî ñãîðàíè ñ êàìåðîé ñãîðàíè , èìåþùåé ïåðåìåííûé îáúåì è óïðàâë åìûå âïóñêíûå êëàïàíû. ...

A kind of variable compression ratio device

本发明公开一种可变压缩比装置，其包括行星轮、齿圈、曲轴、活塞缸、活塞和连杆传动机构；所述行星轮与曲轴活动连接，行星轮和齿圈啮合；曲轴转动带动行星轮在齿圈上周转；行星轮的周转与所述齿圈啮合并产生自转；所述活塞处于活塞缸内；所述行星轮和所述活塞通过连杆传动机构连接；行星轮和齿圈啮合带动连杆传动机构，连杆传动机构带动活塞在活塞缸中做往复运动；通过转动齿圈让行星轮自转带动活塞，进而改变活塞在活塞缸中往复运动时上、下止点的相对位置。本发明结构简单且合理，旋转齿圈时，活塞在空心圆柱体中的相对位置发生改变，进而改变所述装置的压缩比，可以挖掘发动机的潜力，有效提高发动机的热效率，进而提高发动机的综合性能。

Piston internal combustion engine

FIELD: internal combustion engines. SUBSTANCE: invention relates to gasoline internal combustion engines with ultrahigh compression ratio. Piston internal combustion engine includes at least one cylinder with a piston, a cylinder cover, a combustion chamber with an ignition plug, each combustion chamber is equipped with a compensation chamber, the cavity of which is divided into two parts by a movable inner wall, wherein one part of the cavity of the compensation chamber is connected to the combustion chamber, and the other part is connected to the constant gas pressure source, in addition, the movable wall, in its every extreme position, it is possible to shut off the compensation chamber communication with the combustion chamber or with the constant gas pressure source. EFFECT: technical result is possibility of engine operation in detonation mode. 3 cl, 5 dwg РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (13) 2 698 383 C9 (51) МПК F02B 23/04 (2006.01) F02D 15/04 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) СКОРРЕКТИРОВАННОЕ ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ Примечание: библиография отражает состояние при переиздании (52) СПК F02B 23/04 (2019.05); F02D 15/04 (2019.05) (21)(22) Заявка: 2017130779, 30.08.2017 30.08.2017 (73) Патентообладатель(и): Овчинников Валерий Анатольевич (RU), Овчинников Юрий Валерьевич (RU) Приоритет(ы): (22) Дата подачи заявки: 30.08.2017 (45) Опубликовано: 26.08.2019 (15) Информация о коррекции: Версия коррекции №1 (W1 C2) (48) Коррекция опубликована: (54) Поршневой двигатель внутреннего сгорания (57) Реферат: Изобретение относится к бензиновым двигателям внутреннего сгорания со сверхвысокой степенью сжатия. Поршневой двигатель внутреннего сгорания включает как минимум один цилиндр с поршнем, крышку цилиндра, камеру сгорания со свечой зажигания, каждая камера сгорания снабжена компенсационной камерой, полость которой разделена на две части подвижной внутренней стенкой, при этом одна часть полости R U 2 6 9 8 3 8 3 Адрес для ...

Internal combustion engine

IC engine with variable compression ratio - has conventional head and sliding cylinder within block displaced by hydraulically-operated sliders depending on load and rpm

Combined variable compression ratio and passive ignition system

An arrangement for a reciprocating internal combustion engines is provide that includes a reciprocating main piston and a smaller cell piston which works in cooperation with the main piston to vary the compression ratio of and igniting a fuel-air mixture in a homogenous compression ignition engine. An actuator controls movement of the smaller cell piston relative to movement of the main piston.

Method of providing variable compression ratio in internal combustion engine and actuator for said method

FIELD: machine building.SUBSTANCE: in combustion chamber of piston internal combustion engine, displaced piston is provided, which can move gradually upwards or downwards between upper and lower turning position. Displacement is carried out through a step motor with electric control, which is connected to the piston through a hydraulic connection, which includes a hydraulic lock. Lock is deactivated during displacement by certain number of steps up or down, controlled by means of motor control system, and when offset is completed, lock is activated by means of said engine control system, and movable piston is locked in certain position, controlled by means of motor control system.EFFECT: invention relates to increase in efficiency coefficient in all types of piston internal combustion engines.6 cl, 10 dwg РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (13) 2 720 896 C1 (51) МПК F02B 75/04 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ (52) СПК F02B 75/042 (2020.02); F02D 15/04 (2020.02) (21)(22) Заявка: 2019121665, 14.12.2017 (24) Дата начала отсчета срока действия патента: (73) Патентообладатель(и): ХЕДМАН ЭРИКССОН ПАТЕНТ АБ (SE) Дата регистрации: 13.05.2020 Приоритет(ы): (30) Конвенционный приоритет: 14.12.2016 SE 1600344-4 (45) Опубликовано: 13.05.2020 Бюл. № 14 (85) Дата начала рассмотрения заявки PCT на национальной фазе: 15.07.2019 (86) Заявка PCT: 2 7 2 0 8 9 6 R U (87) Публикация заявки PCT: WO 2018/111167 (21.06.2018) Адрес для переписки: 129090, Москва, ул. Б. Спасская, 25, стр. 3, ООО "Юридическая фирма Городисский и Партнеры" (54) СПОСОБ ПРЕДОСТАВЛЕНИЯ ПЕРЕМЕННОЙ СТЕПЕНИ СЖАТИЯ В ДВИГАТЕЛЕ ВНУТРЕННЕГО СГОРАНИЯ И АКТУАТОР ДЛЯ УПОМЯНУТОГО СПОСОБА (57) Реферат: Изобретение относится к увеличению включающее в себя гидравлический замок. Замок коэффициента эффективности во всех типах деактивируется во время смещения на поршневых двигателей внутреннего сгорания. В определенное число шагов вверх или вниз, камере сгорания ...

Internal combustion engine with forced ignition and method to control thereof

FIELD: engine devices and pumps. SUBSTANCE: in engine at least four cylinders (1, 2, 3, 4) at least two groups are formed, each of which contains at least two cylinders (2, 3) of at least one group are formed as cylinders (2, 3), which can be put into operation in a load-dependent manner and which are derived from operation if required load is not detected. Wherein at least two cylinders (1, 4) of the first group have volume V 1 of cylinder and at least two cylinders (2, 3) the second group has a cylinder volume V 2 , where V 2 >V 1 , at least two cylinders (2, 3) the second groups are formed for putting in the cylinders operation. EFFECT: improved economy and efficiency of internal combustion engine. 16 cl, 1 dwg РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (13) 2 635 736 C2 (51) МПК F02D 17/02 (2006.01) F02D 13/06 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ (21)(22) Заявка: 2013118713, 23.04.2013 (24) Дата начала отсчета срока действия патента: 23.04.2013 Дата регистрации: (73) Патентообладатель(и): ФОРД ГЛОУБАЛ ТЕКНОЛОДЖИЗ, ЭлЭлСи (US) Приоритет(ы): (30) Конвенционный приоритет: 24.04.2012 EP 12165336.4 (45) Опубликовано: 15.11.2017 Бюл. № 32 (54) ДВИГАТЕЛЬ ВНУТРЕННЕГО СГОРАНИЯ С ПРИНУДИТЕЛЬНЫМ ЗАЖИГАНИЕМ И СПОСОБ УПРАВЛЕНИЯ ИМ (57) Реферат: Группа изобретений относится к цилиндры (2, 3), которые могут вводиться в двигателестроению, а именно к двигателям работу зависимым от нагрузки образом и внутреннего сгорания (ДВС) с принудительным которые выводятся из работы, если недонабрана зажиганием. Техническим результатом является заданная нагрузка. При этом по меньшей мере улучшение экономичности и повышение КПД два цилиндра (1, 4) первой группы имеют объем ДВС. Сущность изобретений заключается в том, V1 цилиндра и по меньшей мере два цилиндра (2, что в двигателе по меньшей мере четыре цилиндра 3) второй группы имеют объем V2 цилиндра, где (1, 2, 3, 4) формируют по меньшей мере две V2>V1, по меньшей мере два цилиндра (2, ...

Patent JPH0116976B2

Turbo-charged gasoline engine with variable control of the intake valves

In a turbo-charged gasoline engine the opening profile of each intake valve, defined by the opening and closing moments and by the lift, or by the opening stroke of the intake valve, is varied according to the engine operating conditions, so as to reduce or completely eliminate the intervention of the "waste-gate" valve and ensure that in each engine operating condition each cylinder processes only the quantity of air necessary for optimal combustion, with an air/gasoline dosage value close to the stoichiometric ratio.