EP0289872B1 - Kolben mit variabier Bauhöhe - Google Patents

Kolben mit variabier Bauhöhe Download PDF

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Publication number
EP0289872B1
EP0289872B1 EP88106362A EP88106362A EP0289872B1 EP 0289872 B1 EP0289872 B1 EP 0289872B1 EP 88106362 A EP88106362 A EP 88106362A EP 88106362 A EP88106362 A EP 88106362A EP 0289872 B1 EP0289872 B1 EP 0289872B1
Authority
EP
European Patent Office
Prior art keywords
piston
control
fluid
passage
combustion engine
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.)
Expired - Lifetime
Application number
EP88106362A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP0289872A3 (en
EP0289872A2 (de
Inventor
Wolfgang Ruffing
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Bayerische Motoren Werke AG
Original Assignee
Bayerische Motoren Werke AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Bayerische Motoren Werke AG filed Critical Bayerische Motoren Werke AG
Publication of EP0289872A2 publication Critical patent/EP0289872A2/de
Publication of EP0289872A3 publication Critical patent/EP0289872A3/de
Application granted granted Critical
Publication of EP0289872B1 publication Critical patent/EP0289872B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/04—Engines with variable distances between pistons at top dead-centre positions and cylinder heads
    • F02B75/044—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of an adjustable piston length
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M1/00—Pressure lubrication
    • F01M1/08—Lubricating systems characterised by the provision therein of lubricant jetting means
    • F01M2001/086—Lubricating systems characterised by the provision therein of lubricant jetting means for lubricating gudgeon pins

Definitions

  • the invention relates to a piston with a variable overall height, in particular for reciprocating piston internal combustion engines, with a connecting rod and a piston pin, and with a control chamber provided between a piston crown part and an inner piston, the volume of which can be changed by controlled supply or discharge of a fluid, a channel is provided in the piston with a control element which operates as a function of the applied fluid pressure.
  • a piston is known from WO 86/01562.
  • the piston By arbitrarily changing the piston compression height, the piston is installed in an internal combustion engine, its compression ratio can also be individually adapted to the current conditions when the internal combustion engine is operating.
  • this known constructional embodiment is not suitable for working reliably in an internal combustion engine.
  • the object of the invention is therefore to improve such a piston in terms of its stability and functional reliability.
  • the channel or supply channel runs over the piston pin and continues in an inlet bore in the connecting rod, and that the control element designed as a slide-type control piston is arranged in the piston pin.
  • a piston according to the invention therefore uses known and proven reliable machine elements.
  • the design according to the invention is also characterized by an extremely small space requirement, since a hollow piston pin can accommodate the control element designed as a control piston and at the same time forms the cylinder for the control piston.
  • the invention uses the proposal already contained in the generic document to determine the position of the control piston with a parameter of the fluid flow, namely with the aid of a variable fluid pressure.
  • claim 5 specifies a particularly functionally reliable embodiment, according to which an energy accumulator acting against the control piston, for example a spring element, is provided.
  • a piston with variable compression height for internal combustion engines is also known, in which an oil-loaded control chamber is supplied via a channel in a connecting rod articulated on the piston.
  • this piston shows no freely controllable control element. Rather, the compression height of the piston increases in the intake stroke of a four-stroke reciprocating piston internal combustion engine due to the mass forces, so that the control chamber is filled with oil. If inadmissibly high pressure values occur in the combustion chamber during the subsequent combustion of the cylinder charge, i.e.
  • this valve opens, causing part of the oil quantity in the control chamber to escape and thereby the piston compression level is reduced so far that the combustion chamber pressure is below the predetermined limit.
  • a control element designed as a slide-like control piston is characterized by high functional reliability and a simple structure.
  • a division into a separate supply and drainage channel for the fluid is advantageous, since it does not require a reversal of the direction of fluid flow for the filling or emptying of the control chamber.
  • the check valve arranged in the feed channel makes it possible to keep the slide of the feed channel open even when high pressure values are applied to the piston crown. In this case the check valve closes; The control chamber is only emptied if the drainage channel next to it is open. In the sense of a component combination, it is particularly advantageous to integrate the slide of the feed channel and the slide of the discharge channel in a common control piston.
  • Claim 3 forms a piston according to the invention, which has a damping chamber in addition to the control chamber.
  • the volume can also be controlled in a targeted manner by means of a slide element, arranged in the fluid channel filling the damping chamber. If the damping chamber is filled from the control chamber, i.e. if the fluid channel is connected to the outlet opening of the outlet channel of the control chamber, it is advisable to provide a spray hole in the fluid channel if the volume of the mostly annular damping chamber is less than that of the control chamber.
  • the spray bore is advantageously directed against hot piston components, as a result of which they are cooled at the same time with the aid of the branched-off fluid.
  • the slide element of the fluid channel can also be integrated back into the common control piston in the sense of a component combination.
  • An additional pressure relief valve arranged according to claim 6 in the discharge channel increases the functional reliability of a piston according to the invention. In the event of failure of a control element or the common control piston, damage due to an excessive overall height is therefore excluded.
  • a force storage element acting on these two parts is provided between the piston head part and the inner part.
  • the piston then has the maximum overall height for the starting phase of the internal combustion engine, so a desired high compression is achieved.
  • a sensor element provided in the piston for determining the overall height provides feedback on the actually prevailing, through free control changeable dimensions in the piston geometry; the further activation takes place taking this feedback into account.
  • this switching element is controlled by a control unit processing current operating data.
  • a predefined compression ratio can be set, but in addition it is also possible to regulate the current compression level on the basis of signals from a knock sensor, a temperature sensor or a pressure sensor. Of course, this can also be used to switch depending on the fuel octane number.
  • Claim 12 calls an advantageous embodiment of the throttle point in the lubricating oil circuit. In order to achieve defined fluid pressure values, this can be designed as a pressure control valve downstream of a pressure accumulator.
  • each cylinder in a multi-cylinder internal combustion engine, the compression of each cylinder can be optimally set, for example on the basis of signals from a knock sensor.
  • a piston with variable compression height consists of a piston head 2 and an inner piston 3. Between these there is a fluid-filled control chamber 4 and an annular damping chamber 5, which can also be filled. The latter is closed by a stop ring 6 attached to the piston head part 2 is the control chamber 4 via a supply channel 7, in which a check valve 8 is arranged which blocks as a function of the control chamber pressure and the inlet opening 9 of which opens in the region of the piston pin 10 arranged in the inner piston 3.
  • An outlet channel 11 connected to the control chamber 4 also opens into the outlet opening 12 in the region of that piston pin 10. This is supported in the inner piston 3 and provided with through bores 13 and 14 which connect to the inlet opening 9 and the outlet opening 12.
  • a control piston 19 is mounted in the hollow piston pin 10, which is closed at the end. This is essentially cup-shaped, is supported at its closed end by a spring 20 on the piston pin 10 and is provided with an inlet bore 21 and circumferential control grooves 2 and 23.
  • a connecting rod 24 is mounted in the usual way, which with an inlet bore 25 for the Fluid is provided, this inlet bore 25 opening into the interior of the piston pin 10 via a through bore 26.
  • control piston 19 assumes the position shown in FIG. 1, the piston 1 will not experience any change in its compression height, since the feed channel 7 at its inlet opening 9, the outlet channel 11 at its outlet opening 12 and likewise the fluid channel 15 and the discharge channel 16 the control piston 19 are closed.
  • Fig. 2 shows the position of the control piston 19 for filling the control chamber 4, that is, for increasing the compression height of the piston 1. Since the open end of the cup-shaped control piston 19 rests against the end face of the piston pin 10, its control groove 23 gives the inlet opening 9 of the Feed channel 7 is free and connects it both to the feed bore 25 provided in the connecting rod 24 and to the discharge channel 16 of the damping chamber 5. With the aid of the inertial forces, the fluid is now conveyed into the control chamber 4; emptying of the control chamber 4 via that supply channel 7 due to high pressures acting on the piston crown part 2 is avoided by the check valve 8. The drain channel 11 and the fluid channel 15 are also blocked in this position.
  • FIG. 3 A reduction in the amount of compression by emptying the control chamber 4 and filling the damping chamber 5 is shown in FIG. 3.
  • the closed end of the cup-shaped control piston 19 rests on the end face of the piston pin 10.
  • the control groove 22 clears the outlet opening 12 of the outlet channel 11 and the fluid channel 15, while the supply channel 7 and the discharge channel 16 are closed are.
  • the fluid passes under the influence of pressure forces acting on the piston crown part 2 via the outlet channel 11 from the control chamber 4 and further into the damping chamber 5, the check valve 17 opening the fluid channel 15. Since the volume of the control chamber 4 is greater than that of the damping chamber 5, a partial fluid quantity is discharged via the spray bore 18 into the open interior of the inner piston 3. That spray bore 18 is advantageously directed against the underside of the inner piston 3, so that the amount of fluid sprayed off can cool that piston head part 3.
  • the compression spring 44 arranged between the piston head part 2 and the inner piston 3 and to the pressure relief valve 27 branching off from the outlet channel 11.
  • the latter opens at impermissibly high pressure values and is provided in particular as an emergency operation system for cases in which impermissibly high pressure values would occur, for example, due to undesired or incorrect positions of the control piston 19 in the control chamber 4. If there is no fluid flow through the inlet bore 25 — for example when the internal combustion engine is at a standstill — the compression spring 44 causes an increase in the compression height of the piston 1. In this way, a desired high and precisely defined compression is achieved for the starting phase of the internal combustion engine.
  • the control piston 19 is also positioned by means of the fluid flow supplied via the inlet bore 25. This passes through a through bore 26 provided in the piston pin 10 and adjoining the inlet bore 25 and via the control groove 22 and the inlet bore 21 into the interior of the Control piston 19. If there is a relatively high fluid pressure, this will move the control piston 19 against the force of the spring 20, so that the cup-shaped control piston 19 comes to rest with its closed end on the end face of the piston pin 10. A reduction in the fluid pressure leads to lower pressure values inside the control piston 19 due to leaks in the system, so that the spring 20 moves it against the opposite end face of the piston pin 10. Due to the fluid pressure alternating in height, the control piston 19 can also be brought into the position shown in FIG. 1.
  • FIG. 4 A reciprocating piston internal combustion engine, designated as a whole by 28, is provided with the piston 1 according to the invention.
  • the connecting rod 24 establishes its connection to the crankshaft 29, and the supply of lubricating oil or fluid takes place in a manner known per se via the inlet bore 25 and the crankshaft bearing shell 30.
  • This is connected to a solenoid valve 33 via a tap bore 31 and an oil line 32 .
  • the oil line 32 is connected to various branches 35 and 36 in the lubricating oil circuit of the internal combustion engine 28, designated as a whole by 37.
  • This lubricating oil circuit 37 has a lubricant pump 38, which sucks the oil out of the oil pan 39 of the internal combustion engine.
  • a pressure accumulator 40 Connected to the lubricant pump 38 is a pressure accumulator 40, which has a first outlet in the form of the branch 35 and a second outlet provided with a pressure control valve 41, which is connected to the main oil channel 42 of the internal combustion engine 28 is connected.
  • the lubricating oil pressure present at the branch 35 and in the pressure accumulator 40 will therefore always be greater than the lubricating oil pressure determined by the pressure control valve 41 in the main oil channel 42 and in the branch 36 emanating therefrom to the solenoid valve 33 set the most diverse pressure values, whereby the compression height of the piston 1 according to the invention can be set as explained above.
  • the solenoid valve 33 is advantageously switched so that when it fails, the maximum fluid pressure is applied to the control piston 19 so that the piston 1 assumes its minimum compression height for safety reasons.
  • the solenoid valve 33 can be actuated on the basis of a wide variety of criteria. Thus, depending on the operating state of the internal combustion engine (load, speed), a certain compression height of the piston 1 can be predetermined; in this case, an encoder is advantageously provided in the piston 1 for determining the actual compression height.
  • the solenoid valve 33 can also be actuated on the basis of certain sensor signals, for example temperature sensors, pressure sensors or knock sensors. The latter are particularly advantageous if a separate solenoid valve 33 is provided for each piston in a multi-cylinder internal combustion engine.
  • the four-cylinder internal combustion engine 28 is provided with pistons 1a-1d according to the invention and with solenoid valves 33a-33d assigned to them. From these, oil lines 32a-32d deliver various lubricating oil Pressure to the pistons 1a - 1d.
  • the solenoid valves 33a-33d are in turn connected to the lubricating oil pressure accumulator 40 and the main oil channel 42 of the internal combustion engine 28.
  • the solenoid valves 33a-33d are controlled by a central control unit 43 which, as shown schematically, processes signals from the individual cylinders of the internal combustion engine.
  • FIGS. 6 to 9 Another piston according to the invention, which is of advantageous design, is shown in FIGS. 6 to 9.
  • the control chamber 4 is also designed in a ring shape.
  • the stop ring 6 is screwed into the piston crown 2 and designed so that the volume of the damping chamber 5 is kept extremely low.
  • These two chambers are formed with the aid of a ring element 45, which - provided with sealing cords - is screwed to the inner piston 3.
  • the arrangement of the feed channel 7, the outlet channel 11, the fluid channel 15 and the discharge channel 16 are clearly visible in this exemplary embodiment.
  • connection with the through bores 13, 14 and 26 provided in the piston pin 10 is effected via segment-shaped recesses 47 and 48 provided in the piston pin eye 46 Since at the same time the through bores 13, 14 and 26 are provided in triplicate in the piston pin 10 and are arranged offset by 180 °, the piston pin 10 can assume any position within the piston pin eye 46. 6 and 8, those through bores 13, 14 and 26 are screwed into the cutting plane. Also for reasons of material savings, the inlet bore 21 opening into the control piston 19 is designed as one or more elongated holes. At the open end of that control piston 19, the piston pin 10 is closed by means of a screwed cover 49 opposite end, an inserted support plate 50 is sufficient for the spring 20.
  • An internal combustion engine equipped with pistons according to the invention experiences a significant increase in efficiency, particularly in the partial load range, since the actual compression ratio can be optimally adjusted with regard to the respective operating state. If the operating conditions change due to wear or combustion chamber deposits, the compression ratio can also be adapted to the current conditions at any time based on measured temperature and pressure values or on the basis of knock sensor signals.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
EP88106362A 1987-05-04 1988-04-21 Kolben mit variabier Bauhöhe Expired - Lifetime EP0289872B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19873714762 DE3714762A1 (de) 1987-05-04 1987-05-04 Kolben mit variabler bauhoehe
DE3714762 1987-05-04

Publications (3)

Publication Number Publication Date
EP0289872A2 EP0289872A2 (de) 1988-11-09
EP0289872A3 EP0289872A3 (en) 1990-02-28
EP0289872B1 true EP0289872B1 (de) 1991-10-23

Family

ID=6326777

Family Applications (1)

Application Number Title Priority Date Filing Date
EP88106362A Expired - Lifetime EP0289872B1 (de) 1987-05-04 1988-04-21 Kolben mit variabier Bauhöhe

Country Status (3)

Country Link
EP (1) EP0289872B1 (enrdf_load_stackoverflow)
DE (2) DE3714762A1 (enrdf_load_stackoverflow)
ES (1) ES2027337T3 (enrdf_load_stackoverflow)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102008005333A1 (de) * 2008-01-21 2009-07-30 Lemouré, Suheyla Hubkolben-Brennkraftmaschine mit variablem Verdichtungsverhältniss

Families Citing this family (18)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4005906A1 (de) * 1990-02-24 1991-08-29 Mahle Gmbh Tauchkolben mit variabler kompressionshoehe fuer verbrennungsmotoren
DE4015267C1 (enrdf_load_stackoverflow) * 1990-05-12 1991-10-24 Daimler-Benz Aktiengesellschaft, 7000 Stuttgart, De
DE4018344C1 (en) * 1990-06-08 1992-01-02 Mtu Friedrichshafen Gmbh Piston for IC-engine - has central section of piston attached to underside of guide ring
DE4038549C1 (en) * 1990-12-04 1992-01-09 Mercedes-Benz Aktiengesellschaft, 7000 Stuttgart, De IC engine oil pressure regulator - has piston control chamber connected to oil circuit pump assembly
DE4316798C2 (de) * 1993-05-19 2002-06-27 Reliance Electric Ind Co Verfahren zum Steuern von Motorhochlauf und Anlaufphase bei Antriebseinrichtungen für Kettenantriebe von Strebförderern oder Hobelanlagen und entsprechende Antriebseinrichtungen
DE19813398C1 (de) * 1998-03-26 1999-09-09 Blodig Vorrichtung zur Verstellung des Verdichtungsverhältnisses und der Steuerzeiten bei Brennkraftmaschinen
DE19955250B4 (de) * 1999-11-17 2005-05-04 Robert Bosch Gmbh Verfahren und Vorrichtung zur Funktionsüberwachung einer variablen Zylinderverdichtung
US6752105B2 (en) * 2002-08-09 2004-06-22 The United States Of America As Represented By The Administrator Of The United States Environmental Protection Agency Piston-in-piston variable compression ratio engine
EP2122141A4 (en) * 2007-02-13 2014-01-15 Mk Piston Aktiebolag COMBUSTION ENGINE
DE102010041103A1 (de) 2010-09-21 2012-03-22 Bayerische Motoren Werke Aktiengesellschaft Kolben für eine Hubkolben-Brennkraftmaschine
CN102330617B (zh) * 2011-08-31 2013-04-03 李钢 自适应可变压缩比发动机活塞
DE102013103685B4 (de) * 2013-04-12 2023-09-21 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Umschaltventil und Verbrennungsmotor mit einem solchen Umschaltventil
DE102013105389B4 (de) * 2013-05-27 2021-12-23 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Umschaltventil und Verbrennungsmotor mit einem solchen Umschaltventil
DE102013111616B4 (de) * 2013-10-22 2021-12-23 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Umschaltventil und Verbrennungsmotor mit einem solchen Umschaltventil
DE102013111617B4 (de) * 2013-10-22 2021-12-23 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Umschaltventil und Verbrennungsmotor mit einem solchen Umschaltventil
DE102014200162B4 (de) 2014-01-09 2022-09-29 Hochschule Heilbronn Maschine, insbesondere Verbrennungskraftmaschine, mit einem bewegbaren Bauteil, das mit einem schaltbaren Ventil ausgerüstet ist
US9856790B2 (en) 2015-08-10 2018-01-02 Hyundai Motor Company Variable compression ratio apparatus
CN116263127B (zh) * 2023-01-18 2025-07-15 杭州海的动力机械股份有限公司 一种可变压缩比的发动机

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE461459C (de) * 1926-08-03 1932-02-09 Erich Schweter Dipl Ing Einrichtung zur Veraenderung des Verdichtungsraums
US3185137A (en) * 1963-06-26 1965-05-25 Continental Aviat & Eng Corp Valve mounting and sealing structure
US3405697A (en) * 1967-12-08 1968-10-15 Continental Aviat & Eng Corp Hollow valve construction for variable compression ratio piston
US3407791A (en) * 1967-12-08 1968-10-29 Continental Aviat & Eng Corp Supply valve assembly for variable compression ratio piston assembly
GB2110791B (en) * 1981-11-25 1985-07-24 British Internal Combust Eng Variable compression ratio pistons
DE3416346A1 (de) * 1984-05-03 1985-11-07 Mahle Gmbh, 7000 Stuttgart Kolben mit veraenderlicher kompressionshoehe fuer verbrennungsmotoren
EP0191759A1 (en) * 1984-08-29 1986-08-27 CASWELL, Dwight Allan Controlled variable compression ratio piston for an internal combustion engine

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102008005333A1 (de) * 2008-01-21 2009-07-30 Lemouré, Suheyla Hubkolben-Brennkraftmaschine mit variablem Verdichtungsverhältniss
DE102008005333B4 (de) * 2008-01-21 2010-06-10 Lemouré, Suheyla Hubkolben-Brennkraftmaschine mit variablem Verdichtungsverhältniss

Also Published As

Publication number Publication date
ES2027337T3 (es) 1992-06-01
EP0289872A3 (en) 1990-02-28
DE3714762C2 (enrdf_load_stackoverflow) 1990-08-23
DE3714762A1 (de) 1988-11-24
DE3865727D1 (de) 1991-11-28
EP0289872A2 (de) 1988-11-09

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