EP1504180B1 - Verbrennungsmotorausführung - Google Patents

Verbrennungsmotorausführung Download PDF

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Publication number
EP1504180B1
EP1504180B1 EP02722309A EP02722309A EP1504180B1 EP 1504180 B1 EP1504180 B1 EP 1504180B1 EP 02722309 A EP02722309 A EP 02722309A EP 02722309 A EP02722309 A EP 02722309A EP 1504180 B1 EP1504180 B1 EP 1504180B1
Authority
EP
European Patent Office
Prior art keywords
crankshafts
piston
combustion engine
engine design
moving mechanism
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
EP02722309A
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English (en)
French (fr)
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EP1504180A1 (de
Inventor
Kari Ritavesi
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Individual
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Individual
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Filing date
Publication date
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Priority claimed from PCT/FI2002/000380 external-priority patent/WO2003093667A1/en
Publication of EP1504180A1 publication Critical patent/EP1504180A1/de
Application granted granted Critical
Publication of EP1504180B1 publication Critical patent/EP1504180B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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  • the present invention relates to combustion engines.
  • the present invention is more specifically directed to the combustion engine design of the preamble of claim 1.
  • a design based on a piston and a crankshaft is usually used in combustion engine designs for converting the energy obtained from a fuel into mechanical energy.
  • the idea is to make use of the pressure generated by the volumetric expansion of a burning fuel as a piston movement in a cylinder.
  • the piston movement is transmitted by means of a connecting rod to the crankshaft, where the movement is converted into a rotating motion.
  • the piston is connected to one or two connecting rods by means of a piston pin.
  • the connecting rod is further connected by means of a crankshaft bearing to a crankshaft.
  • the piston can be connected by means of a fixed rod to a bearing of a connecting rod, which bearing moves in a sleeve.
  • the main problem with the known arrangements has to do with supporting the piston with respect to lateral tilting.
  • the connecting rod is connected to the piston by means of a bearing it does not provide any tilting-preventing support for the piston in a direction perpendicular to the axis of the piston pin.
  • the rotating motion also tends to tilt the piston in the direction of the movement. Because of what is mentioned above it is common for the piston skirt to wear and, as a result, become loose. And at the same time the tilting also wears the cylinder walls so that the cylinder becomes oval. Also, in this kind of engine designs it is not possible to change the path of travel of the piston i.e. the compression in the cylinder.
  • An object of this invention is to provide an improved engine design that makes it possible to change the compression ratio and piston displacement and with which the disadvantages of the above-mentioned known combustion engine arrangements can be avoided or at least substantially minimized and which thus improves the operability and long-term use of the engine.
  • the tilting of the piston and the resulting wear are prevented.
  • the piston is connected to the connecting rods by means of an intermediate part and two support points, both of which have a separate connecting rod for two separate crankshafts, the piston support is stable.
  • This design makes it possible to use a simpler piston design and lighter structures in the connecting rods and in the crankshaft. Also, the contrary motions of the connecting rods and the effect of the two crankshafts can be made to function so that the inertial forces diminish and the engine runs more smoothly.
  • the invention renders the structure of the engine durable and makes it possible to avoid vibration and the resulting disadvantages caused by the inertial forces.
  • the use of two connecting rods and crankshafts makes it possible to change the stroke volume and compression ratio of the engine during the operation of the machine. This procedure and design enables optimal adjustment of the operation of the engine in a wide range of loading.
  • Figure 1 is a cross-sectional view of the engine design according to the invention seen from the end of the crankshafts.
  • the combustion engine design comprises an engine frame 1 connected to a cylinder part 2.
  • the crankshaft bearing arrangement is provided by means of movable bearing units 17.
  • the bearing units are attached to the engine frame so as to be slidable.
  • a moving mechanism 12 is connected to the bearing units 17, which moving mechanism moves the crankshaft bearings 17 at the same time towards each other or further away from each other.
  • the distance between the crankshafts is controlled by means of a drive unit 12 included in the moving mechanism.
  • Connecting rods 6 and 7 are connected by means of a crankshaft bearing to crankshafts 4 and 5.
  • the connecting rods 6 and 7 are connected, at each cylinder, to the same piston 3.
  • Piston pins 9 and 10 are, in this embodiment, disposed directly in the piston, or a separate intermediate part 8 rigidly fixed to the piston is used.
  • the intermediate part 8 is connected to the piston with a pin 18, which is angular and prevents the attachment part from moving relative to the piston.
  • the two crankshafts 4 and 5 included in the structure of the engine are connected to each other by means of gearing, which synchronizes the rotating motion of the crankshafts 4 and 5 relative to each other.
  • the structure of the gearing 14, 15 is accomplished so that the movement of the shafts relative to each other moves, at the same time, a gear wheel 15 of the gearing.
  • the gear wheel 15 is arranged to slide axially along an intermediate shaft 16 and arranged to move together with a main bearing 17 of the crankshaft.
  • crankshaft connection with synchronizing gearing can in principle also be provided by means of a toothed belt or chain gearing.

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  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)

Claims (2)

  1. Konstruktion eines Verbrennungsmotors mit einem Motorrahmen (1), an dem ein Zylinderteil (2) vorgesehen ist, in dem sich ein Kolben (3) befindet, wobei der Kolben (3) mit einem getrennten Zwischenteil (8) mittels eines Befestigungsbolzens (18) verbunden ist, das Zwischenteil (8) mit zwei Kolben (9, 10) versehen ist, mittels derer das Zwischenteil (8) mit zwei Pleuelstangen (6, 7) verbunden ist, durch die der Kolben (3) mit zwei Kurbelwellen (4, 5) verbunden ist, die am Motorrahmen (1) in Hauptlagern (17) gelagert sind, und die Konstruktion des Verbrennungsmotors ferner einen Bewegungsmechanismus (11), vorzugsweise eine Schraubenspindel oder eine Spindel mit Axiallager aufweist, die einen links- und rechtsgängigen Gewindeteil zum Ändern des Verdichtungsverhältnisses und des Hubvolumens hat, wobei der Abstand zwischen den beiden Kurbelwellen (4, 5) durch den Bewegungsmechanismus (11) geändert werden kann,
    dadurch gekennzeichnet, dass der Befestigungsbolzen (18) eckig ist, wodurch die relative Bewegung des Zwischenteils (8) und des Kolbens (3) verhindert wird, und dass zur Änderung des Abstands zwischen den Kurbelwellen (4, 5) die Hauptlager (17) der Kurbelwellen (4, 5) gleitbar am Motorrahmen (1) angebracht sind, und der auf die Hauptlager (17) der Kurbelwellen (4, 5) wirkende Bewegungsmechanismus (11) ein Einstellgerät (12) zum Ändern des Abstands zwischen den Kurbelwellen (4, 5) aufweist.
  2. Konstruktion eines Verbrennungsmotors nach Anspruch 1, dadurch gekennzeichnet, dass die beiden Kurbelwellen (4, 5) mittels einer Synchronisierungsvorrichtung (14, 15) miteinander verbunden sind, die die Rotationsbewegung der Kurbelwellen (4, 5) relativ zueinander synchronisiert, wodurch die Bewegung der Kurbelwellen (4, 5) relativ zueinander gleichzeitig ein Zahnrad (15) der Synchronisierungsvorrichtung bewegt, wobei das Zahnrad (15) so angeordnet ist, dass es axial entlang einer Zwischenwelle (16) gleitet und sich zusammen mit dem Hauptlager (17) der Kurbelwelle bewegt.
EP02722309A 2002-05-06 2002-05-06 Verbrennungsmotorausführung Expired - Lifetime EP1504180B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/FI2002/000380 WO2003093667A1 (en) 2000-11-15 2002-05-06 Combustion engine design

Publications (2)

Publication Number Publication Date
EP1504180A1 EP1504180A1 (de) 2005-02-09
EP1504180B1 true EP1504180B1 (de) 2008-01-30

Family

ID=33547875

Family Applications (1)

Application Number Title Priority Date Filing Date
EP02722309A Expired - Lifetime EP1504180B1 (de) 2002-05-06 2002-05-06 Verbrennungsmotorausführung

Country Status (4)

Country Link
EP (1) EP1504180B1 (de)
AT (1) ATE385285T1 (de)
AU (1) AU2002253199A1 (de)
DE (1) DE60224890T2 (de)

Also Published As

Publication number Publication date
EP1504180A1 (de) 2005-02-09
ATE385285T1 (de) 2008-02-15
DE60224890T2 (de) 2009-01-22
AU2002253199A1 (en) 2003-11-17
DE60224890D1 (de) 2008-03-20

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