This adaptive thermal engine achieve variation of the displacement and / or the compression ratio to assure optimum combustion conditions and providing power to the load adaptation engine, with direct implications on growth power and reduced consumption.
Advantages of this new technology refer to a continuously / infinitely Variable Compression Ratio & Variable Displacement mechanism that offers a compression-ratio range from less than 7:1 to more than 20:1 and/or variable displacement in range 0-100%; ensure optimum combustion conditions and adapting to charge power engine, with direct implications on growth power and reduce consumption and the possibility of using different fuels (gasoline, ethanol, hydrogen, diesel, bio-diesel and other yet non-invented). For variation of compression ratio the decrease of the consumption is 30 – 40 % and for variation of displacement is estimated a specifically decrease of consumption with 60-80%.
This engine is a multi-link type, in many realization versions, which provide new technical solutions for variable compression ratio and displacement, quasi-linear guidance of the foot rod in order to decrease the pressure on the sidewall of the piston side of cylinder, easy setup, reliable and synchronous for poly-cylindrical applications and good dynamic equilibrium.
This engine may be utilized where any internal combustion engine is currently in place, but in particular the automotive and truck marketplace, both for new cars as well as existing ones, by changing the car propeller.
The rapid introduction of new technologies in automotive/transportation is essential because of fossil fuels reduction. In the context of the current oil crisis, given that electric drive is still an ideal nice but expensive and completed removed, the big car companies, manufacturers of engines for land transport, maritime, aeronautical equipment as well as stationary engines want to produce at lower specific consumption.
This multi-link engine employs, in some variants, a first order balancer, articulated at the end of a crank mechanism, through a slide, at the other end by a piston through a bead, and in the middle is articulated by a the oscillating sliding of an adjustable slide or by an oscillating crank of another adjustable crank as a position such that the reciprocal motion of the piston alternately between the TDI and the TDE limits turns into oscillatory motion of the rocker and this in motion of the continuous rotation of the shaft crank.
In other variants, it uses a second order balancer, articulated in the middle by a crank mechanism, by a slider, or not, at the end of a piston by a crank of another slide, or not, and at the other end is hinged by a crank of an adjustable slide, or by a crank of another adjustable crank as a position.
This engine maintains 80% components of a classical Otto engine and could be easily launch into production with minor modifications for VCR and only 50% for VD. The production cost is comparable with products already in the marketplace, because of small number of new pieces and classical technology utilized.