EP0184042A2 - Crank mechanism of the internal combustion piston engine with variable crankthrow - Google Patents

Crank mechanism of the internal combustion piston engine with variable crankthrow Download PDF

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Publication number
EP0184042A2
EP0184042A2 EP85114434A EP85114434A EP0184042A2 EP 0184042 A2 EP0184042 A2 EP 0184042A2 EP 85114434 A EP85114434 A EP 85114434A EP 85114434 A EP85114434 A EP 85114434A EP 0184042 A2 EP0184042 A2 EP 0184042A2
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EP
European Patent Office
Prior art keywords
crankshaft
sleeve
pair
gear
crankthrow
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP85114434A
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German (de)
French (fr)
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EP0184042A3 (en
Inventor
Tadeusz Jan Rychter
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Politechnika Warszawska
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Politechnika Warszawska
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Application filed by Politechnika Warszawska filed Critical Politechnika Warszawska
Publication of EP0184042A2 publication Critical patent/EP0184042A2/en
Publication of EP0184042A3 publication Critical patent/EP0184042A3/en
Withdrawn legal-status Critical Current

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/04—Engines with variable distances between pistons at top dead-centre positions and cylinder heads
    • F02B75/048—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of a variable crank stroke length
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B41/00—Engines characterised by special means for improving conversion of heat or pressure energy into mechanical power
    • F02B41/02—Engines with prolonged expansion
    • F02B41/04—Engines with prolonged expansion in main cylinders

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
  • Transmission Devices (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)

Abstract

The invention solves the problem of continuous current changing the compression ratio within a wide range with simultaneous changing the engine capacity.
The essence of the invention consists in that the crank mechanism comprises an eccentric sleeve (4) being an intermediate element between the connecting-rod journal (5) of the crankshaft (6) and the big end of the connecting-rod (2). The axis of the internal hole of the sleeve (4) is moved in relation to the axis of the external cylindrical surface of the sleeve (4) by the eccentric size (e) bigger from zero and smaller or equal to 30% of the crankthrow (R) of the crankshaft. The eccentric sleeve (4) is connected with a driving gear ensuring the angular velocity (ωm) of the sleeve (4) in relation to the connecting-rod journal (5) of the crankshaft (6) within the range of ± 1/2ω up to ±ω, where (m) is the angular velocity of the crankshaft (6).
The crank mechanism is provided also with a control mechanism (10) of the angular position of the sleeve (4) by a definite angle (a o) in relation to the crankthrow (R) of the crankshaft (6), determined at such a position of the crankthrow (R) in which the piston (1) is most distant from the crankshaft.

Description

  • The subject of the present invention is a crenk mechenism of the internal combustion niston engine with variable crenkathrow.
  • Those skilled in the art know from the publication "The variable stroke engine - its problems end promises" by D.C.Siegla, Robert M.Siewert, SAE Paper 780700, 1978, a Pouliot variable stroke engine which comprises a connecting-rod, a crank- sneft end an additional connecting-rod with a connector. The additional connecting-rod, with its protrusion distant from the axis of the crankshaft, couples the connecting-rod end the connector, the other end of which is connected with a stroke adjusting screw end is guided by a guiding rod.
  • Such an engine has e complex mechanism with a considerably lowered mechanical efficiency and considerable times of the stroke cnpnpe. Besides, crank mechanisms with many additional parts are considerably mecnanically loaded and, consecuent- ly, big and heavy.
  • The object of the present invention is to achieve the possibility of current continuous adjustment of the compression ratio in the IC piston engine. The task to be solved is the designing of a crank mechanism with a variable crankthrow. The crank mechanism according to the invention, provided with a piston connected with the connecting--rod by means of a piston pin, and a crankshaft, is distinguished by that it incorporates an eccentric sleeve being an intermediate element between the connecting-rod journal of the crankshaft and the connecting-rod big end. The axis of the internal hole of the sleeve is moved away in relation to the axis of the external cylindrical surface of the sleeve by the eccentric size bigger from zero and smpl-ler or equal to 30% of the crankthrow of the crankshaft.
  • The eccentric sleeve is connected also with a driving gear providing for the angular velocity of the eccentric sleeve, in relation to the connecting-rod journal, of the value OI the sleeve angular velocity in the range of plus, minus half the crankshaft angular velocity up to plus, minus the crankshaft angular velocity. The crank mechanism is, moreover, provided with a mechanism controlling the eccentric sleeve angular position by p definite angle in relation to the crankthrow of the crankshaft, determined at such a crankthrow position in which the piston is most distant from the crankshaft.
  • The first driving gear consists of the first pair of external gear wheels, the first gear wheel being coupled with the crankshaft through the intermediary of a set of gear wheels.
  • The second driving gear consists of the first and the second pair of external gear wheels, the first wheel of the first pair being coupled with the eccentric sleeve end the second wheel of the first pair being coupled with the crankshaft. The second gear wheel of the first pair and the first gear wheel of the second pair are mounted on a common shaft bearing-mounted in the crankshaft arm.
  • The third driving gear consists of a pair of gear wheels, the first gear wheel, of external gear, being coupled with the eccentric sleeve, and the second gear wheel, of internal gear, being coupled with tne crankshaft.
  • The fourth driving gear consists of the first pair of external gear wheels and tne second pair of gear wheels. The first wheel of the first pair is coupled with the eccentric sleeve, and the second wheel of the second pair of internal gear is coupled with the crankshaft.
  • According to the invention, the possibility of current continuous changing the compression re- tio within a wide range has been achieved, with a simultaneous change of the engine capacity. Besides, due to the application of the crank mechanism according to the invention and the first, the second and the third crank mechanism the possibility of continuous changing the engine thermodynamic working cycle has been achieved, what improves parameters of such a piston engine. A simple design and easy control do not present any design problems and enable applying it in any piston engines.
  • The subject of the invention is presented in an example of its realisation in the drawing in which fig.l presents the longitudinal section of the crankshaft inside crank, fig.2 - the cross-section in the "W" view of the cranksheft inside crank, fig.3 - the kinematic diagram of the crank mechanism, fig.4 - the kinematic diagram of the driving mechanism of the eccentric in the side view, fig.5 - the kinematic diagram of the driving mechanism of the eccentric along the axis of the crankshaft, fig.6 - the kinematic diagram of the driving mechanism of the eccentric of the second crank mechanism in the side view, fig.7 - the kinematic diagram of the driving mechanism of the eccentric of the second crank mechanism along the axis of the crankshaft, fig.8 - the kinematic diagram of the driving mechanism of the eccentric of the third crank mechanism in the side view, fig.9 - the kinematic diagram of the driving mechanism of the eccentric of the third crank mechanism along the axis of the crankshaft, fig.10 - the kinematic diagram of the driving mechanism of the eccentric of the fourth crank mechanism in the side view, fig.11 - the kinematic diagram of the driving mechanism of the eccentric of the fourth crank mechanism along the axis of the crankshaft, fig.12 - the kinematic diagram of the crank mechanism, fig.13 - the kinematic diagram of particular phases of the four-stroke enpine (for ωm = = + 1/2ω ), fig.14 - the kinematic diagram of particular phases of the engine for ωm = +ω, and fig.15 - the kinematic diagram of the fifth, sixth, seventh, eighth mechanism.
  • Example of realisation I. The crpnk mechanism shown in figs 1, 2, 3 of the drawing comprises a piston 1 connectad with the connecting-rod 2 by means of a piston pin 3. Besides, it comprises an eccentric sleeve 4 being an intermediate element between a connecting-rod journel 5 of the crankshaft 6 and the big end of the connecting-rod 2.
  • The axis of the internal hole of the sleeve 4 is moved in relation to the exis of the external cylindrical surface of the sleeve 4 by the size of the eccentric e equal to 6% of the crankthrow R of the crankshaft b.
  • The eccentric sleeve 4 is connected with the driving gear ensuring the angular velocity ωm of the sleeve 4 in relation to the connecting-rod journal 5 bf the value ωm = 157 s-1, the angular velocity of the crankshaft b being equal to 314 s-1.
  • The driving gear shown in fig.4 and fig.5 of the drawing consists of a pair of external gear wneels 7 and 8, tne gear wheel 7 being coupled with the eccentric sleeve 4, and the gear wheel 8 being coupled with the crankshaft 6 through the intermo- diary of a set of gear wheels 9.
  • The control mechanism 10 of the angular position of the eccentric sleeve 4, as shown in fig.6 of the drawing, causes a definite position of the axis 11 of the sleeve 4, expressed by the angle ∝o = 0°, in relation to the crankthrow R of the cranksheft 6, determined at such position of the crankthrow R in which the piston 1 is most distant from the crankshaft 6.
  • The mechanism operates in the below-described way. During rotation of the crankshaft 6 the driving gear of the sleeve 4 makes the sleeve 4 spin around the connecting-rod journal 5 with the angular velocity ωm = 157 s-1, that is, with the angular velocity twice lower from the spinning velocity of the crankshaft 6, the sleeve 4 spinning in the direction compatible with the spinning direction of the crankshaft 6.
  • Subsequent nositions of the crank mechanism are shown in fig.7 of the drawing. At the angle of rotation of the crankshaft 6 equel to 0o the crankthrow R, the eccentric axis e and the connecting--rod 2 are set in one line. When the crankshaft b turns by the angle of 180°, the crankthrow R is directed downwards, whereas the eccentric axis e is turned in relation to the connecting-rod journal 5 by the angle of 900. Druing that time the piston 1 performed the stroke Sl. At the angle of rotation of the crankshaft 6 by 360°, the crankthrow R is directed upwards, whereas the eccentric axis e turned in relation to the connecting-rod journal 5 by the angle of 180°. During that time the piston 1 performed the stroke S2, shorter from the stroke S1. On the other hand, at rotation of the crankshaft 6 by the angle of 540°, the piston 1 performs again the stroke S2. After rotation of the crankshaft 6 by the angle of 720o the engine working cycle is finished, whereby the elements of the crank mechanism take up such a position as at the 0° angle of rotation of the crankshaft 6.
  • The cranktnrow R spins in the direction marked with the full-line arrow, and the sleeve 4 spins in relation to the connecting-rod journal 5 in the direction marked with the full-line arrow.
  • In the case if the angular velocity ωm * 157 s-1, operation of the crank mechanism if similar, whereby the eccentric sleeve 4 spins in relation to the connecting-rod journal 5 in the direction opposite to the direction of the crankshaft 6, as shown with the broken line in fig.7 of the drawing.
  • Example of realisation II. The crank mechanism shown in fig.1, fig.2 and fig.3 of the drawing comprises a piston 1 connected with a connecting--rod 2 by means of a piston pin 3. Besides, it comprises an eccentric sleeve 4, being an intermediate element between the connecting-rod journal 5 of the cranksnaft 6 and the big end of the connecting-rod 2.
  • The axis of the internal hole of the sleeve 4 is moved in relation to the axis of the external cylindrical surface of the sleeve 4 by the eccentric size 3 equal to 7% of the crenkthrow R of the crankshaft 6.
  • The eccentric sleeve 4 is connected with the driving gear ensuring the angular velocity ωm of the sleeve 4 in relation to the connecting-rod journal 5 of the value ωm = 400 s-1, ]the angular velocity of the crankshaft 6 being eoual to 400 s-1.
  • The driving gear shown in fig.8 and fig.9 of the drawing consists of two pairs of external gear wheels 12,13 and 14,15, the geer wheel 12 being coupled with the eccentric sleeve 4, and the gear wheel 15 being coupled with the crankshaft 6 through the intermediary of a set of gear wheels 9. Gear wheels 13 and 14 are mounted on a common shaft 16 bearing-mounted in the arm of the crankshaft 6.
  • The control mechenism 10 of the angular position of the eccentric sleeve 4, as shown in fig.6 of the drawing, causes a definite position of the axis 11 of the sleeve 4, expressed by the angle ∝o = 90°, in relation to the crankthrow R of the crankshaft 6, determined at such a position of the crankthrow R in which the piston 1 is most distant from the crankshaft 6.
  • The second crank mechanism operates in the below-described way. During rotation of the crankshaft 6 the driving gear of the sleeve 4 mekes the sleeve 4 spin round the connecting-rod journal 5 with the angular velocity ωm = 400 s-1, that is, with the angular velocity equal to the spinning velocity of the crankshaft 6, the aleeve 4 spinning in the direction compptible with the spinning direction of the crankshaft 6.
  • Subsequent positions of the crank mechanism are shown in fig.10 of the drawing. At the angle of rotption of the crankshaft 6 equal to 0° the crankthrow R is directed uowards, whereas the eccentric axis e is turned in relation to the connecting-rod journal 5 by the angle of 90°. When the crenkshaft 6 is turned by the angle of 180°, the crankthrow R is directed downwards, whereas the eccentric axis e is turned in relation to the connecting-rod journal 5 by the angle of 90°. During that time the piston 1 performs the stroke S. At the angle of rotation of the crankshaft 6 by 360° the crenkthrow R is directed upwards, whereas the eccentric axis e has performed rotation in relation to the connecting-rod journal also by the engle of 360°. During that time the piston 1 has also performed the stroke S. Rotation of the crankshaft by every further 360° causes repetition of the above described working cycle during which the piston 1 performs further two strokes S.
  • The crankthrow R spins in the direction marked with the full-line arrow, and the sleeve 4 snins in relation to the connecting-rod journal 5 in the direction marked with the full-line arrow.
  • In the case if the angular velocity ωm = -400 s-1, operation of the crank mechanism is similar, whereby the eccentric sleeve 4 spins in relation to the connecting-rod journal 5 in the direction opoosite to the direction of the crankshaft 6, as shown with the broken line in fig.10 of the drawing.
  • Example of realisation III. The crank mechanism shown in fig.l, fig.2 end fig.3 of the drawing comprises a piston 1 connected with a connecting-rod 2 by means of a piston pin 3. Besides, it comprises an eccentric sleeve 4 being an intermediate element between the connecting-rod journal 5 of the crankshaft 6 end the big end of the connecting-rod 2.
  • The axis of the internal hole of the sleeve 4 is moved in relation to the axis of the external cylindrical surface of the sleeve 4 by the eccentric size e equal to 5% of the crankthrow R of the crankshaft 6.
  • The eccentric sleeve 4 is connecten with the driving gear ensuring the angular velocity ωm of the sleeve 4 in relation to the connecting-rod journal 5 of the value ωm = 300 s-1, whereas the crankshaft 6 spins with the angular velocity ω = 300 s-1.
  • The driving gear shown in fig.11 and fig.12 of the drawing consists of a pair of gear wheels 17 end 18, the gear wheel 17, of external gear, being coupled with the eccentric sleeve 4, end the geer wheel 18, of internal gear, being coupled with the crankshaft 6 through the intermediary of a set of gear wheels 19.
  • The control mechanism 10 of the angular position of the eccentric sleeve 4, es shown in fig.6 of the drawing, ceuses a definite nosition of the axis 11 of the sleeve 4, expressed by the angle ∝o = 91°, in relation to the crankthrow R of the crankshaft 6, determined at such a position of the crpnkthrow R in which the piston 1 is most distant from the crankshaft 6.
  • The third crank mechpnism operates in the below-described way. During rotation of the crankshaft 6 the driving gear of the sleeve 4 makes the sleeve 4 spin around the connecting- rod journal 5 with the angular velocity ωm = 300 s-1, that is, with the angular velocity equal to the spinning velocity of the crankshaft 6, the sleeve 4 spinning in the direction compatible with the spinning direction of the crankshaft 6.
  • Subsequent positions of the crank mechanism are shown in fig.10 of the drawing. At the angle of rotation of tne crankshaft 6 equal to 0° the crankthrow R is directed upwards, wnereas the eccentric exis e is turned in relation to the connecting-rod journal 5 by the angle of 91°. At turning the crankshaft 6 by tne angle of 180° the crankthrow R is directed downwards, whereas the eccentric axis e is turned in relation to the connecting-rod journal 5 by the angle 91°. During that time the piston 1 has performed the stroke S. At the angle of rotation of the crankshaft 6 by the engle of 360° the crankthrow R is directed upwards, whereas the eccentric axis e has turned in relation to the connecting-rod journal 5 also by the angle of 360°. During that time the piston 1 has also performed the stroke S. Rotation of the crankshaft by every further 360° causes repetition of of the working cycle during which the piaton 1 performs further two strokes S.
  • Example of realisation IV. The crank mechanism shown in fig.1, fig.2 and fig.3 comprises a piston 1 connected with a connecting-rod 2 by means of a piston pin 3. Besides, it comprises an eccentric sleeve 4 being an intermediate element between the connecting-rod journal 5 of the crankshaft 6 and the big end of the connecting-rod 2.
  • The axis of the internel hole of the sleeve 4 is moved in relation to the axis of the external cylindrical surface of the sleeve 4 by the eccentric size e equal to 5% of the crenkthrow R of the crsnksnaft 6.
  • Tne eccentric sleeve 4 is connected with the driving gear ensuring the engular velocity ωm of the sleeve 4 in relation to the connecting-rod journal 5 of the value ωm = 160 s-1, whereas the crankshaft 6 spins with the angular velocity ω = 160 s-1.
  • The driving gear shown in fig.13 and fig.14 of the drawing consists of two pairs of gear wheels 19 and 20 end 21 and 22. Gear wheels 19 and 20 are external gears The gear wheel 19 is coupled with the eccentric sleeve 4, end the gear wheel 22 is coupled with the crankshaft 6 through the intermediary of a set of gear wheels 23. Gear wheels 20 and 21 are mounted on a common shaft 24 bearing-mounted in the arm of the crankshaft 6.
  • The control mechenism 10 of the angular position of the eccentric sleeve 4, as shown in fig.6 of the drewing, causes a definite position of the axis 11 of the sleeve 4, expreseed by the angle ∝o = 89°, in relation to the crankthrow R of the crankshaft 6, determined at such a position of the crankthrow R in which the piston 1 is most distant from the crankshaft 6.
  • The fourth crank mechanism operates in the below-described way. During rotation of the crankshaft 6 the driving gear of the aleeve 4 makes the sleeve 4 spin around the connecting-rod journal 5 with tne angular velocity ωm = 160 s-1, that is, with the angular velocity equal to the spinning velocity of the crankshaft 6, the sleeve 4 spinning in the direction compatible with the spinning direction of the crankshaft 6.
  • Subsequent positions of the crank mechanism are shown in fig.10 of the drawing. At the angle or rotation of the crankshaft 6 eoual to 0° the crankthrow R is directed upwards, whereas the eccentric axis e is turned in relation to the connecting-rod journal 5 by the angle of 89°. At turning the crankshaft 6 by tne angle of 180°, the crenkthrow R is directed downwards, whereas the eccentric axis e is turned in relation to the connecting-rod journal 5 by the angle of 89°. During that time the D iston 1 has performed the stroke S. At the angle of rotation of the crankshaft 6 by 360° the crankthrow R is directed upwards, whereas the eccentric axis e has turned in relation to the connecting-rod jour- nall 5 also by the angle of 360°. During that time the piston 1 has performed also the atroke S. Ro- tstion of the crankshsft by every further 360° cau- ees repetition of the above described working cycle during which the piston 1 performs further two strokes S.
  • The crankthrow R spins in the direction marked with the full-line srrow, end the sleeve 4 spine in relation to the connecting-rod journal 5 in the direction marked with the full-line arrow.
  • In the case if the angular velocity ωm =-160 s-1, operation of the crenk mechanism is similar, the eccentric sleeve 4 spinning in relation to the connecting-rod journal 5 in the direction opposite to the direction of the crankshaft 6, as marked with the broken line in fig.10 of the drawing.
  • Example of realisation V. The crank mechanism snown in fig.l, fig.2 and fig.3 of the drawing comprises P piston 1 connected with a connecting-rod 2 by means of a piston pin 3. Besides, it comprises en eccentric sleeve 4 being an intermediate element between the connecting-rod journal 5 of the crankshsft 6 and the big end of the connecting--rod 2. The internal axis of the sleeve 4 is moved in relation to the axis of the external cylindrical surface of the sleeve 4 by the eccentric size e equal to 3% of the crankthrow R of the crankshaft 6.
  • The control mecnpnism 10 of the angular position of the eccentric sleeve 4, as shown in fig.6 of the drawing, causes a definite position of the axis 11 of the sleeve 4, expressed by the angle ∝o = 30°, in relation to the crankthrow R of the crankshaft 6, determined at such P position of the crankthrow R in which the D iston 1 is most distant from the crankshaft 6.
  • The control mechanism 10 of the angular position of the eccentric sleeve 4 influences the angular position of the eccentric sleeve 4 through the intermediary of a pair of external gear wheels 7 and 8, shown in fig.4 and fig.5 of the drawing, the gear wheel 7 being coupled with the eccentric sleeve 4, end the gear whell 8 being coupled with the control mechanism 10.
  • The fifth mechanism operates in the below--described way. During rotation of the crankshaft 6 the eccentric sleeve 4 remains at rest in relation to the crankshaft 6, whereby the kinematic crankthrow R is unvariable and results from the predetermined angle ∝o, as shown in fig.15 of the drawing.
  • Example of realisation VI. The crank mechanism shown in fig.l, fig.2 and fig.3 of the drawing comprises a piston 1 connected with a connecting-rod 2 by means of a piston pin 3. Besides, it comprises an eccentric sleeve 4 being an intermediate element between the connecting-rod journal 5 of the crankshaft 6 and the big end of the connecting--rod 2. The axis of the internal hole of the sleeve 4 is moved in reletion 10 the axis of the external cylindrical surface of the sleeve 4 by the eccentric size e equal to 4% of the crankthrow R of the crankshaft 6.
  • The control mechanism 10 of the angular position of the eccentric sleeve 4, as shown in fig.6 of the drawing, causes a definite oosition of the axis 11 of the sleeve 4, expressed by the angle ∝o = 60°, in relation to the crankthrow R of the crankshaft 6, determined at such a position of the cranktnrow R in which the piston 1 is most distant from the crankshaft 6.
  • The control mechanism 10 of the angular position of the eccentric sleeve 4 influences the angular position of the eccentric sleeve 4 through the intermediary of two peirs of external gear wheels 12,13 end 14,15, shown in fig.8 and fig.9 of the drawing, the gear wheels 13 and 14 being mounted on a common shpft 16 bearing-mounted in the arm of the crankshaft 6.
  • The fifth mechanism operates in the below-described way. During rotation of the crankshaft 6 the eccentric sleeve 4 remains at rest in relation to the crankshaft 6, whereby tne kinematic crenkthrow R is unvariable and results from the predetermined angle ∝o, as shown in fig.15 of the drawing.
  • Example of realisation VII. Tne crank mechanism shown in fig.l, fig.2 and fig.3 of the drawing, comprises a piston 1 connected with a connecting--rod 2 by means of a piston pin 3. Besides, it comprises an eccentric sleeve 4 being en intermediate element between the connecting-rod journal 5 of the crankshaft 6 and the big end of the connecting-rod 2. The axis of the internal hole of the sleave 4 is moved in relption to the axis of the external cylindrical surface of the sleeve 4 by the eccentric size e equal to 4.5% of the crankthrow R of the crankshaft 6.
  • The control mechanism 10 of the angular position of the eccentric sleeve 4, as shown in fig.6 of the drawing, causes a definite position of the axis 11 of the sleeve 4, expressed by the angle ∝o =120°, in relation to the crankthraw R of the crankshaft 6, determined at such a position of the crankthrow R in which the piston 1 is moat distant from the crankshaft 6.
  • The control mechanism 10 OI the angular position of the eccentric sleeve 4 influences the angular position of the eccentric sleeve 4 through the intermediary of a pair of gear wheels 17 end 18, shown in fig.11 and fig.12 of the drawing. The gear wheel 17 of said pair is of external gear, end the gear wheel 18 is of internal gear.
  • Tne seventh mecnanism cperates in the below-described way. During rotation of the crankshaft 6 the eccentric sleeve 4 remains at rest in relp- tion to the crankshaft 6, wher3by the crankthrow R is unvariable and results from the predetermined angle ∝o, as shown in fig.15 of the drawing.
  • Example of realisation VIII. The crank mechanism shown in fig.1, fir.2 and fig.3 of the drawing comprises a piston 1 connected with a connecting rod 2 by means of a piston pin 3. Besides, it comprises an eccentric sleeve 4 being an intermediate element between the connecting-rod journal 5 of the crankshaft 6 end the big end of the connecting-rod 2. The axis of the internal hole of the sleeve 4 is moved in relation to the axis of the external cylindrical surface of the sleeve 4 by the eccentric size e equal to 8% of the crankthrow R of the crankshaft 6.
  • The control mechanism 10 of the angular position of the eccentric sleeve 4, as shown in fig.6 of tne drawing, causes a definite position of the axis 11 of the sleeve 4, expressed by the engle ∝o = 180°, in relation to the crankthrow R of tne cranksnaft 6, determined et such P position of the crankthrow R in which the piston 1 is most distpnt from the crankshaft 6.
  • The control mechanism 10 of the angular position of tne eccentric aleeve 4 influences the angular position of the eccentric sleeve 4 through the intermediary of two pairs of gear wheels 19,20 and 21,22, shown in fig.13 and fig.14 of the drawing, the wheel 22 being of internel gear, and the wheels 20 and 21 being mounted on a common shaft 24 bearing-mounted in the arm of the crankshaft 6.
  • The eighth mechanism operates in the below-described way. During rotation of the crankshaft 6 tne eccentric sleeve 4 remains at rest in relation to the crankshaft b, whereby the kinematic crankthrow R is unvariable and results from the predetermined angle ∝o, as shown in fig.15 of the drawing.

Claims (7)

1. Crank mechanism of the internal combustion piston engine with variable crankthrow, provided with a piston connected with a connecting-rod by means of a piston Din, and with a crankshaft, characterized in that it comprises an eccentric sleeve (4) being an intermediate element between the connecting-rod journal (5) of the crankshaft (6) and the big end of the connecting-rod (2), the axis of the inter- na1 hole of the sleeve (4) being moved in relation to the axis of the external cylindrical surface of the sleeve (4) by the eccentric size (e) which is greater than zero and smaller than or equal to 30% of the crankthrow (R) of the crankshaft (6).
2. Mechanism according to claim 1, characterized in that the eccentric sleeve (4) is connected with a driving gear provided with a control mechanism (IO) of the angular position of the eccentric sleeve (4) by a definite angle (∝o) in relation to the crankthrow (R) of the crankshaft (f), determined at such a position of the crankthrow (R) in which the piston (1) is most distant from the crankshaft (6).
3. Mechanism according to claim 2, characterized in that the driving gear consists of the first pair of external gear wheels (7,8), the first wheel (7) being coupled with the eccentric sleeve (4), and the second gear wheel (8) being coupled with the crankshaft (b).
4. Mechanism according to claim 2, characterized in that the driving gear consists of the first pair and the second pair of external geer wheels (12, 13) and (14,15)', whereby the first wheel (12) of the first pair is coupled with the eccentric sleeve (4), and the second wheel (15) of the second pair is coupled with the crankshaft (6), and the second gear wheel (13) of the first pair and the first gear wheel (14) of the second pair are mounted on a common shaft (16) bearing-mounted in the arm of the crankshaft (6).
5. Mechanism according to claim 2, characterized in that the driving gear consists of a pair of gear wheels (17,18), the first gear wheel (17), of external gear, being coupled with the eccentric sleeve (4), and the second gear wheel (18), of internal gear, being coupled with the crankshaft (6).
b. Mechanism according to claim 2, characterized in that tne driving geer consists of the first pair of external gear wheels (19,20) and the second pair of gear wneels (21,22), the first wheel (19) of tne first pair being coupled with the eccentric sleeve (4), and the second wheel (22) of the second pair, of internal gear, being coupled with tne crankshaft (6), end the second wheel (20) of the first pair and the first wheel of the second pair (21) being mounted on a common second shpft (24) bearing-mounted in the arm of the crankshaft (6).
7. Mechanism according to claim 1, characterized in that the eccentric sleeve (4) has the angular velocity (ωm) in relation to the connecting-rod journal (5) of the crankshaft (6) within the range of + ½ω up to + ω , where ω is the velocity of the crankshaft (6).
EP85114434A 1984-11-23 1985-11-13 Crank mechanism of the internal combustion piston engine with variable crankthrow Withdrawn EP0184042A3 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
PL250559 1984-11-23
PL25055984A PL144411B1 (en) 1984-11-23 1984-11-23 Crank mechanism with variable crank radius for a piston-type internal combustion engine

Publications (2)

Publication Number Publication Date
EP0184042A2 true EP0184042A2 (en) 1986-06-11
EP0184042A3 EP0184042A3 (en) 1987-03-25

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EP85114434A Withdrawn EP0184042A3 (en) 1984-11-23 1985-11-13 Crank mechanism of the internal combustion piston engine with variable crankthrow

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EP (1) EP0184042A3 (en)
JP (1) JPS61132726A (en)
HU (1) HUT42603A (en)
PL (1) PL144411B1 (en)
SU (1) SU1572425A3 (en)

Cited By (28)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1988004356A1 (en) * 1986-12-08 1988-06-16 Michael Schenk Crank mechanism, in particular for alternating piston engines
EP0356990A2 (en) * 1988-08-29 1990-03-07 Michel A. Pierrat Variable positive fluid displacement system
EP0381034A1 (en) * 1989-02-03 1990-08-08 Michel A. Pierrat Variable positive fluid displacement apparatus with movable chambers
GB2266753A (en) * 1992-05-08 1993-11-10 Trevor George Sanders Variable crank mechanism
WO1996027079A1 (en) * 1995-02-28 1996-09-06 Tk Design Ag Reciprocating piston type internal combustion engine with variable compression ratio
US6283723B1 (en) 1997-01-27 2001-09-04 Vairex Corporation Integrated compressor expander apparatus
US6450136B1 (en) 2001-05-14 2002-09-17 General Motors Corporation Variable compression ratio control system for an internal combustion engine
US6653004B1 (en) 1999-10-12 2003-11-25 Jeffrey Lewis Barber Process control for multiple air supplies
US6701885B2 (en) 2002-05-13 2004-03-09 General Motors Corporation Engine connecting rod mechanism for cylinder pressure control
WO2006059100A2 (en) * 2004-11-30 2006-06-08 David John Mason Improvements to reciprocating machines
FR2882575A1 (en) * 2005-02-28 2006-09-01 Michel Alain Leon Marchisseau Internal combustion engine`s compression ratio adjustment device, has kinematic link without lock and connected to flange ring, and position adjustment mechanism and link integrated in volume, outside crank pin, bearing and lever
CZ297764B6 (en) * 2002-06-12 2007-03-21 Device for controlled regulation of compression ratio
EP1774203A2 (en) * 2004-06-29 2007-04-18 VENETTOZZI, Thomas Mark Epitrochoidal crankshaft mechanism and method
WO2009018863A1 (en) * 2007-08-09 2009-02-12 Gomecsys B.V. A reciprocating piston mechanism
WO2009101173A1 (en) * 2008-02-13 2009-08-20 Gomecsys B.V. A reciprocating piston mechanism and a method of increasing internal egr in an internal combustion engine
WO2009105841A2 (en) * 2008-11-24 2009-09-03 Ramzan Usmanovich Goytemirov Internal combustion engine
WO2011006537A1 (en) * 2009-07-15 2011-01-20 Sleper, Joannes, Jacobus, Josephus A reciprocating piston mechanism
WO2012143078A1 (en) * 2011-04-19 2012-10-26 Bayerische Motoren Werke Aktiengesellschaft Device for changing a compression ratio of a reciprocating piston internal combustion engine
CN103104338A (en) * 2013-03-01 2013-05-15 林秀寒 Engine with high-efficient output
EP2620614A1 (en) * 2012-01-24 2013-07-31 Sleper, Johannes Jacobus Josephus A reciprocating piston mechanism
EP2902603A1 (en) * 2014-01-31 2015-08-05 Gomecsys B.V. An internal combustion engine including variable compression ratio
DE102015215519A1 (en) 2015-08-14 2017-02-16 Bayerische Motoren Werke Aktiengesellschaft Crankshaft with oil groove
CN107327344A (en) * 2017-08-15 2017-11-07 刘洪保 A kind of energy-conservation can increase the I. C. engine crankshaft mechanism of torque
DE102016212064A1 (en) 2016-07-04 2018-01-04 Bayerische Motoren Werke Aktiengesellschaft Device for changing a compression ratio of a reciprocating internal combustion engine
DE102017200918A1 (en) 2017-01-20 2018-07-26 Bayerische Motoren Werke Aktiengesellschaft Crank drive for a reciprocating internal combustion engine
US10145299B2 (en) 2014-04-08 2018-12-04 Gomecsys B.V. Internal combustion engine including variable compression ratio
US10233966B2 (en) 2013-11-13 2019-03-19 Gomecsys B.V. Method of assembling and an assembly of a crankshaft and a crank member
DE102018128524A1 (en) 2018-11-14 2020-05-14 Bayerische Motoren Werke Aktiengesellschaft Compression ratio changing device, reciprocating piston internal combustion engine and working device

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JPH0626359A (en) * 1992-06-23 1994-02-01 Munemitsu Ise Internal combustion engine
WO2002061248A2 (en) * 2001-01-24 2002-08-08 Oezdamar Hasan Basri Motor with rotary connecting rod bolt
CN108590849B (en) * 2018-01-09 2023-07-14 西华大学 Crank connecting rod mechanism capable of realizing Miller circulation and control method

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DE583428C (en) * 1933-09-02 Albert Zankl Additional gear for changing the piston stroke in internal combustion engines
GB477016A (en) * 1935-03-27 1937-12-20 Luigi Arnaldo Sacco Method of and means for effecting self-ignition of the explosive mixture in reciprocating internal combustion engines
FR986605A (en) * 1943-11-23 1951-08-02 Device for varying, in operation, the compression ratio of an engine
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DE583428C (en) * 1933-09-02 Albert Zankl Additional gear for changing the piston stroke in internal combustion engines
DE164819C (en) * 1904-08-02 1905-11-16
DE329861C (en) * 1918-04-12 1920-12-04 Motorenfabrik Oberursel A G Elevation control for rotary engines of aircraft
GB477016A (en) * 1935-03-27 1937-12-20 Luigi Arnaldo Sacco Method of and means for effecting self-ignition of the explosive mixture in reciprocating internal combustion engines
FR986605A (en) * 1943-11-23 1951-08-02 Device for varying, in operation, the compression ratio of an engine
FR1014314A (en) * 1946-04-10 1952-08-13 Variable displacement internal combustion engine

Cited By (57)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1988004356A1 (en) * 1986-12-08 1988-06-16 Michael Schenk Crank mechanism, in particular for alternating piston engines
EP0272522A1 (en) * 1986-12-08 1988-06-29 Michael Schenk Dipl.-Wirtsch.-Ing. Crank gearing for reciprocating piston motor
EP0356990A2 (en) * 1988-08-29 1990-03-07 Michel A. Pierrat Variable positive fluid displacement system
EP0356990A3 (en) * 1988-08-29 1990-06-20 Michel A. Pierrat Variable positive fluid displacement system
US5004404A (en) * 1988-08-29 1991-04-02 Michel Pierrat Variable positive fluid displacement apparatus with movable chambers
EP0381034A1 (en) * 1989-02-03 1990-08-08 Michel A. Pierrat Variable positive fluid displacement apparatus with movable chambers
GB2266753A (en) * 1992-05-08 1993-11-10 Trevor George Sanders Variable crank mechanism
WO1996027079A1 (en) * 1995-02-28 1996-09-06 Tk Design Ag Reciprocating piston type internal combustion engine with variable compression ratio
US6283723B1 (en) 1997-01-27 2001-09-04 Vairex Corporation Integrated compressor expander apparatus
US6653004B1 (en) 1999-10-12 2003-11-25 Jeffrey Lewis Barber Process control for multiple air supplies
US6450136B1 (en) 2001-05-14 2002-09-17 General Motors Corporation Variable compression ratio control system for an internal combustion engine
US6701885B2 (en) 2002-05-13 2004-03-09 General Motors Corporation Engine connecting rod mechanism for cylinder pressure control
CZ297764B6 (en) * 2002-06-12 2007-03-21 Device for controlled regulation of compression ratio
EP1774203A4 (en) * 2004-06-29 2009-11-04 Thomas Mark Venettozzi Epitrochoidal crankshaft mechanism and method
AU2005260125B2 (en) * 2004-06-29 2011-08-11 Thomas Mark Venettozzi Epitrochoidal crankshaft mechanism and method
EP1774203A2 (en) * 2004-06-29 2007-04-18 VENETTOZZI, Thomas Mark Epitrochoidal crankshaft mechanism and method
WO2006059100A2 (en) * 2004-11-30 2006-06-08 David John Mason Improvements to reciprocating machines
WO2006059100A3 (en) * 2004-11-30 2006-08-10 David John Mason Improvements to reciprocating machines
FR2882575A1 (en) * 2005-02-28 2006-09-01 Michel Alain Leon Marchisseau Internal combustion engine`s compression ratio adjustment device, has kinematic link without lock and connected to flange ring, and position adjustment mechanism and link integrated in volume, outside crank pin, bearing and lever
WO2006092484A1 (en) * 2005-02-28 2006-09-08 Michel Marchisseau Very compact device for adjusting the compression ratio of an internal combustion engine
EP2025893A1 (en) * 2007-08-09 2009-02-18 Gomecsys B.V. A reciprocating piston mechanism
WO2009018863A1 (en) * 2007-08-09 2009-02-12 Gomecsys B.V. A reciprocating piston mechanism
WO2009101173A1 (en) * 2008-02-13 2009-08-20 Gomecsys B.V. A reciprocating piston mechanism and a method of increasing internal egr in an internal combustion engine
WO2009100759A1 (en) * 2008-02-13 2009-08-20 Gomecsys B.V. A reciprocating piston mechanism and a method of increasing internal egr in an internal combustion engine
CN101952569A (en) * 2008-02-13 2011-01-19 戈梅克赛斯股份有限公司 A reciprocating piston mechanism and a method of increasing internal EGR in an internal combustion engine
US20110036334A1 (en) * 2008-02-13 2011-02-17 De Gooijer Lambertus Hendrik Reciprocating piston mechanism and a method of increasing internal egr in an internal combustion engine
US8714134B2 (en) 2008-02-13 2014-05-06 Gomecys B.V. Reciprocating piston mechanism and a method of increasing internal EGR in an internal combustion engine
WO2009105841A2 (en) * 2008-11-24 2009-09-03 Ramzan Usmanovich Goytemirov Internal combustion engine
WO2009105841A3 (en) * 2008-11-24 2013-07-18 Ramzan Usmanovich Goytemirov Internal combustion engine
WO2011006537A1 (en) * 2009-07-15 2011-01-20 Sleper, Joannes, Jacobus, Josephus A reciprocating piston mechanism
US9279363B2 (en) 2009-07-15 2016-03-08 Gomecsys B.V. Reciprocating piston mechanism
WO2012143078A1 (en) * 2011-04-19 2012-10-26 Bayerische Motoren Werke Aktiengesellschaft Device for changing a compression ratio of a reciprocating piston internal combustion engine
US9249724B2 (en) 2011-04-19 2016-02-02 Bayerische Motoren Werke Aktiengesellschaft Device for changing a compression ratio of a reciprocating piston internal combustion engine
US10234006B2 (en) 2012-01-24 2019-03-19 Gomecsys B.V. Reciprocating piston mechanism
RU2623136C2 (en) * 2012-01-24 2017-06-22 Гомексис Б.В. Piston unit with reciprocating motion
WO2013110700A1 (en) * 2012-01-24 2013-08-01 Sleper, Joannes, Jacobus, Josephus A reciprocating piston mechanism
US20140360292A1 (en) 2012-01-24 2014-12-11 Joannes Jacobus Josephus SLEPER Reciprocating piston mechanism
EP2620614A1 (en) * 2012-01-24 2013-07-31 Sleper, Johannes Jacobus Josephus A reciprocating piston mechanism
CN103104338B (en) * 2013-03-01 2015-02-25 林秀寒 Engine with high-efficient output
CN103104338A (en) * 2013-03-01 2013-05-15 林秀寒 Engine with high-efficient output
US10233966B2 (en) 2013-11-13 2019-03-19 Gomecsys B.V. Method of assembling and an assembly of a crankshaft and a crank member
WO2015114001A1 (en) * 2014-01-31 2015-08-06 Gomecsys B.V. An internal combustion engine including variable compression ratio
EP2902603A1 (en) * 2014-01-31 2015-08-05 Gomecsys B.V. An internal combustion engine including variable compression ratio
US10145299B2 (en) 2014-04-08 2018-12-04 Gomecsys B.V. Internal combustion engine including variable compression ratio
DE102015215519A1 (en) 2015-08-14 2017-02-16 Bayerische Motoren Werke Aktiengesellschaft Crankshaft with oil groove
WO2017029018A1 (en) 2015-08-14 2017-02-23 Bayerische Motoren Werke Aktiengesellschaft Crankshaft having an oil groove
US20180030864A1 (en) * 2015-08-14 2018-02-01 Bayerische Motoren Werke Aktiengesellschaft Crankshaft Having an Oil Groove
DE102016212064A1 (en) 2016-07-04 2018-01-04 Bayerische Motoren Werke Aktiengesellschaft Device for changing a compression ratio of a reciprocating internal combustion engine
EP3267011A1 (en) 2016-07-04 2018-01-10 Bayerische Motoren Werke Aktiengesellschaft Device for changing a compression ratio of a reciprocating piston combustion engine
DE102017200918A1 (en) 2017-01-20 2018-07-26 Bayerische Motoren Werke Aktiengesellschaft Crank drive for a reciprocating internal combustion engine
DE102017200918B4 (en) 2017-01-20 2022-10-06 Bayerische Motoren Werke Aktiengesellschaft Crank mechanism for a reciprocating internal combustion engine
CN107327344B (en) * 2017-08-15 2023-08-11 刘洪保 Energy-saving internal combustion engine crankshaft mechanism capable of increasing torque
CN107327344A (en) * 2017-08-15 2017-11-07 刘洪保 A kind of energy-conservation can increase the I. C. engine crankshaft mechanism of torque
DE102018128524B4 (en) 2018-11-14 2022-09-22 Bayerische Motoren Werke Aktiengesellschaft Compression ratio changing device, reciprocating internal combustion engine and working device
DE102018128524A1 (en) 2018-11-14 2020-05-14 Bayerische Motoren Werke Aktiengesellschaft Compression ratio changing device, reciprocating piston internal combustion engine and working device
WO2020099056A1 (en) 2018-11-14 2020-05-22 Bayerische Motoren Werke Aktiengesellschaft Device for varying a compression ratio, reciprocating-piston internal combustion engine and working device
US11401859B2 (en) 2018-11-14 2022-08-02 Bayerische Motoren Werke Aktiengesellschaft Device for varying a compression ratio, reciprocating-piston internal combustion engine and working device

Also Published As

Publication number Publication date
EP0184042A3 (en) 1987-03-25
JPS61132726A (en) 1986-06-20
SU1572425A3 (en) 1990-06-15
PL250559A1 (en) 1986-06-03
PL144411B1 (en) 1988-05-31
HUT42603A (en) 1987-07-28

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