EP1789664A1 - Motocyclette a moteur a combustion interne compact - Google Patents

Motocyclette a moteur a combustion interne compact

Info

Publication number
EP1789664A1
EP1789664A1 EP05786922A EP05786922A EP1789664A1 EP 1789664 A1 EP1789664 A1 EP 1789664A1 EP 05786922 A EP05786922 A EP 05786922A EP 05786922 A EP05786922 A EP 05786922A EP 1789664 A1 EP1789664 A1 EP 1789664A1
Authority
EP
European Patent Office
Prior art keywords
cylinder
engine
motorcycle
motorcycle according
crankshaft
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.)
Granted
Application number
EP05786922A
Other languages
German (de)
English (en)
Other versions
EP1789664B1 (fr
Inventor
Clemens Neese
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.)
Individual
Original Assignee
Individual
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 Individual filed Critical Individual
Publication of EP1789664A1 publication Critical patent/EP1789664A1/fr
Application granted granted Critical
Publication of EP1789664B1 publication Critical patent/EP1789664B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

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
    • F02B61/00—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing
    • F02B61/02—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing for driving cycles
    • 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
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B75/22—Multi-cylinder engines with cylinders in V, fan, or star arrangement
    • F02B75/221—Multi-cylinder engines with cylinders in V, fan, or star arrangement with cylinder banks in narrow V-arrangement, having a single cylinder head
    • 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
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B75/22—Multi-cylinder engines with cylinders in V, fan, or star arrangement
    • F02B75/227—Multi-cylinder engines with cylinders in V, fan, or star arrangement with cylinder banks in X-arrangement, e.g. double-V engines
    • 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
    • F02B75/28—Engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F7/00—Casings, e.g. crankcases or frames
    • F02F7/0002—Cylinder arrangements
    • F02F7/0019—Cylinders and crankshaft not in one plane (deaxation)
    • 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
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/18—DOHC [Double overhead camshaft]

Definitions

  • the invention relates to a motorcycle with a space and weight-saving motor assembly according to the listed claims.
  • a compact internal combustion engine is used according to the VR and W principle, which is characterized in relation to displacement and / or number of cylinders by very small dimensions and low weight.
  • crankshaft In the current state of the art with engine internals, which can be divided into two basic geometries: In the first case, the crankshaft is longitudinal to the direction of travel and thus enables power transmission through the gearbox to the rear axle via a longitudinal wave train (cardan drive). To drive the rear wheel only a change of direction (90 degrees) is required directly on the rear wheel and thus a relatively low-loss, lighter and low-maintenance drive is guaranteed. In the second case, the crankshaft is transverse to the direction of travel. This means a power transmission to the rear wheel with transverse waves, and usually a chain transmission between transmission output and rear wheel. This type achieves the highest efficiency in power transmission, allows low weight and low manufacturing costs, but is more maintenance intensive.
  • Construction executions in which one low production costs, but is more maintenance intensive Constructions in which power transmission takes place exclusively with shafts without the use of a chain transmission to the rear wheel in transverse to the direction of crankshaft, need two Wellenraums Surgi in the wave transmission sequence, first a change in direction (90 degrees) at the transmission output from transverse to longitudinal (relative to the direction of travel) Distance bridging to the rear wheel and there again from longitudinal to transverse (90 degrees) for transmission of the drive torque to the rear axle. This results in a worse efficiency of the drive result, requires more weight and space and is more expensive to manufacture. This construction is still used because of the greater maintenance compared to chain drives also used. Examples of chain drives with longitudinal crankshaft are not known in mass production.
  • Transverse crankshafts are not suitable for the realization of a light, simple and effective shaft drive. But they provide a cheap weight and the best efficiency in the drive train using a chain transmission to rear wheel.
  • a disadvantage of the transverse installation of in-line engines the wide end face, which runs counter to increasing cylinder number of the desired streamlined shape and maneuverability of a motorcycle by large lateral distances to the vehicle center of gravity. Therefore, for example, models with transverse, six-cylinder in-line engines from 750 to 1300 cc displacement from the 1980s by various manufacturers without major success disappeared from the market.
  • the today maximum number of cylinders in transverse series engines for motorcycles is four.
  • In existing versions of motorcycle V-engines with transverse crankshaft and large V angle prove the length in the direction of travel and the need for multiple cylinder heads as disadvantageous.
  • Series versions of this type are known with two to five cylinders.
  • the invention is therefore the object of specifying a motorcycle with a more compact, multi-cylinder engine.
  • crankshafts This allows for (relative to the direction of travel) longitudinal or transverse crankshafts larger cylinder numbers and / or displacements with smaller dimensions and weights and better aerodynamics and maneuverability.
  • a VR cylinder bank is referred to as the sum of two VR cylinder rows in a common cylinder housing.
  • a VR engine thus consists of a cylinder bank with two rows of cylinders arranged on a gap.
  • V-shaped coupling of two VR cylinder banks all of which act on a crankshaft, we obtain a W-arrangement.
  • a W engine thus consists of the coupling of two VR cylinder banks, each with two, so a total of four cylinder rows
  • a longitudinal crankshaft In the case of a longitudinal crankshaft, it is thus possible to realize multi-cylinder engines with or rather larger displacement for a motor vehicle via a W arrangement (as well as via a VR arrangement), while at the same time achieving very compact length and width dimensions of the motorcycle.
  • the shape of a W or VR engine with longitudinal crankshaft counteracts the ground clearance of a motorcycle and allows comparatively strong slopes during cornering and a low-cost shaft drive with only one change in direction.
  • the crank mechanism of the motorcycle engines is designed to be limited.
  • the two planes formed by the cylinder axes of each row of cylinders intersect below the crankshaft axis.
  • the VR cylinder banks are combined with two rows of cylinders each to form a contiguous cylinder block, which is covered by a cylinder head common to these two rows.
  • Fig. 1 Advantageous use of a limited crank mechanism
  • Fig. 3 Favorable cylinder head design for VR engines with odd number of cylinders for
  • Fig. 4 Space-saving cylinder head design for high speeds in motorcycles
  • Fig. 6 Schematic representation of a space-saving and weight-saving VR
  • FIG. 8 exemplary embodiment of a VR-6 motorcycle, view 1
  • FIG. 9 exemplary embodiment of a VR-6 motorcycle, view 2
  • the crank mechanism is designed so that the central axis of the piston raceway intersects the axis of rotation of the crankshaft and the axis of rotation of the piston pin, apart from the usual desalination of the piston pin for influencing the Umklappdynamik by the piston clearance.
  • This gives a symmetrical Crank geometry and dynamics between OT and UT, which come to lie at a crank angle ⁇ of 0 or 180 °.
  • the central axis of the piston running path is displaced by the amount of adjustment +/- b (FIG. 1) relative to the crank axle.
  • Vs d + h) 2 -b 2 j - ⁇ y (lh) 2 -b 2 ) 'y * ⁇ * r 2
  • V n ⁇ * r 2 * 2h ( ⁇ V S )
  • a setback b leads to an asymmetrical angular difference between OT and UT with a deviation of symmetrical 180 ° by the angle ⁇ ⁇ - ⁇ i (FIG. 1). This must firstly be taken into account in the balance of forces and moments for given cylinder configurations, on the other hand also for the design of the valve timing.
  • V engines use a common crankpin for opposing pairs of pistons. For a quiet engine run, this requires V-angles, which allow a uniform ignition distribution over a 720 crank angle 4-stroke cycle for a given number of cylinders.
  • V-angles allow a uniform ignition distribution over a 720 crank angle 4-stroke cycle for a given number of cylinders.
  • each crank pin is rotated by half the V-angle ⁇ / 2 and by the OT angle ⁇ i (FIG. 1) in the direction of the respective cylinder center axis.
  • Cylinder heads for VR engines are characterized by differently long intake and exhaust ports, which results in electronic engine control systems having parameters such as spark timing, injection timings and the like. must be considered individually cylinder. Also intake manifold systems and exhaust systems must be tailored to these conditions.
  • An odd-numbered VR engine e.g., 3.5, 7 naturally has a short and a long cylinder bank. This geometric property can be used for a motorcycle engine, whose external shape has a significant influence on the aerodynamics of a motorcycle.
  • the VR cylinder arrangement of a VR5 engine can thus be designed in a forwardly constricted form (FIG. 2).
  • the cylinder head with the camshaft center axis is arranged above the rear row of cylinders 2.2 and the central axis of the camshaft above the front row of cylinders 2.1 above the crankshaft center axis 2.3.
  • the gas guide can be arranged so advantageous that cylinder and cylinder head are made narrower forward and thus a particularly streamlined transverse installation of the engine in a motorcycle is possible.
  • the different geometric characteristics of the inlet and outlet ducts over the two rows of cylinders are taken into account by adapted arrangement of intake manifold and exhaust system and by the above-mentioned electronic engine control systems.
  • FIG. 3 The advantageous constriction of VR motorcycle engines with odd number of cylinders in the direction of travel additionally requires that an adapted camshaft design is selected (FIG. 3).
  • two camshafts with the central axes 3.2 and 3.3 are arranged above the crankshaft with the central axis 3.1.
  • the rear cylinder shaft 3.4 for the long cylinder bank is driven directly by the crankshaft via a chain 3.6, while the front camshaft 3.5 is driven in another, perpendicular to the camshaft axes plane within the constriction by a second chain or teeth 3.9 of the rear camshaft 3.4.
  • the front camshaft 3.5 can be adapted in length to the streamlined constriction of the cylinder head.
  • a very stiff, speed-stable cross-flow valve drive with bucket tappets can be realized, the geometric advantages of a common cylinder head for the two VR cylinder rows in place. and weight-saving manner advantageously uses (FIG. 4).
  • a common cylinder head is placed on the dividing line 4.4 on a VR cylinder block with the V angle ⁇ and the cylinder rows Rl and R2.
  • the VR cylinder bank Rl has short intake ports controlled by the camshaft 4.3 and its valves.
  • the VR cylinder row R2 has short outlet channels, which are acted upon by the camshaft 4.1 and its valves.
  • the two valve series for the long outlet channels of Rl and for the long inlet channels of R2 are actuated via the camshaft 4.2.
  • these two rows of valves are arranged so that their central axes intersect with the central axis of the camshaft 4.2 and can use them together.
  • This arrangement is also applicable to cylinder heads with more than 2 valves per cylinder and is particularly suitable for use in high-speed motorcycle engines.
  • a VR6 motorcycle motor with transverse installation is sketched in basic side cracks (Fig. 5/6).
  • the displacement of 1005 cc results from 6 cylinders with 57.6 mm bore, 64.4 mm stroke, a reduction measure b of +/- 8.9 mm and a cylinder spacing of 46.2 mm in the crankshaft direction, each with 3 cylinders in a VR series are arranged.
  • the V-angle ⁇ in this embodiment is 15 °.
  • the achievable engine width is in the range of comparable conventional motorcycle four-cylinder engines with similar displacement.
  • a block motor in motorcycle technology is characterized in that the engine and transmission form a space and weight-saving unit by using a common housing and a common oil reservoir.
  • Crankshaft and gear shafts to the transmission output are arranged parallel to each other.
  • a primary drive from the crankshaft via gears or chain to the gearbox countershaft, on which the clutch is also located, is customary.
  • the adjoining transmission main shaft simultaneously serves as output on a secondary drive (chain or cardan shaft) to the rear wheel.
  • the length and height of the motor is reduced by the dimension d.
  • the VR cylinder bank is inclined forwards by 30 ° from the vertical in order to achieve a favorable installation geometry for motorcycles.
  • the crank restrictor the distance d and thus a length saving of 34 mm and a vertical saving of 59 mm, while the engine width in the crankshaft direction by the two rows of cylinders 06.6.2 with the connecting rods 6.7) with a cylinder spacing of 46 , 2 mm (with a bore of 57.6 mm) compared to an inline engine significantly reduced without gaining significant length in the direction of travel.
  • the drive 5.7 of the two camshafts 5.1 and 5.2 lies laterally in a plane without constriction forward.
  • the camshaft chain drives in addition an auxiliary shaft 5.3, which is used to drive ancillaries such as starter generator and pumps.
  • auxiliary shaft 5.3 which is used to drive ancillaries such as starter generator and pumps.
  • the crankshaft ends remain free of aggregates that would lead to greater width and take only the primary drive 6.10 and the camshaft chain drive 5.7.
  • the cylinder heads 5.6 and 6.6 which are shared by the two VR series, are designed in this exemplary embodiment with an OHC valve drive with two camshafts and rocker arms in order to enable actuation of 4 valve series with two camshafts.
  • FIG. 1 a longitudinally installable W8 motorcycle engine with intake manifold injection in the front crack is shown in FIG.
  • the displacement of 1500 cc is derived from 8 cylinders with 60.6 mm bore, 65 mm stroke, the two bevels b each of + / 9 mm and a cylinder spacing in each bank in the crankshaft direction of 46.9 mm.
  • the V angle ⁇ within the two VR cylinder rows in this embodiment is 15 °.
  • Figure 7 also shows an OHC valve train, in which the respective outer camshaft 7.12 each VR Bank controls both exhaust valves via cam followers, while the respective inner camshaft 7.13 each VR Bank operates both intake valves. Due to the resulting geometry intake and exhaust valves of different lengths are required. In this embodiment, a control time change by turning the camshaft is possible because per camshaft only inlet or outlet valves are actuated.
  • the different geometry of inlet and outlet channels requires two different positions of the injectors. While the injector 7.2. supplied the long intake passage of the left, first row of cylinders 7.10, shows the injector 7.1. the positioning for a short intake duct. The differences in length of the outlet channels are respectively inverse to those of the associated inlet channels.
  • an optimal vote can be achieved in addition via adapted opening times of the valves depending on the gas exchange geometry.
  • the two rows of cylinders in the two VR cylinder banks are each limited by the set dimension b, which is +/- 9 mm and corresponds to the radius of the circle 7.9.
  • the engine gains in compactness by the two VR cylinder banks are pushed together by the setting.
  • the advantageous properties of VR engines for motorcycles result from the suitability of a large-volume, multi-cylinder VR engine for a small vehicle as shown in Fig. 8.9.
  • a comparatively small wheelbase of 1440 mm can be a VR block engine with 6 cylinders and 1005 cc with a VR angle ⁇ of 15 °, 57.6 mm bore, 64.4 mm stroke, a pitch of +/- 8.9 mm and a cylinder spacing of 46.2 mm install with harmonic contour.
  • a long distance of 575 mm between output pinion and rear axle can be achieved, creating a dynamic driving favorable, long rear swingarm 8.7 is possible.
  • a speed-resistant cylinder head 8.1 can be realized with three camshafts and bucket tappets.
  • the water cooling 8.2 is required to ensure sufficient cooling of the wind, facing away from the rear VR cylinder row with 3 cylinders.
  • This arrangement allows, despite the short wheelbase, with conventional front fork angle, caster and wheel diameter to comply with a Teleskopgabelfederweg greater than 120 mm.
  • auxiliary units 8.3 such as starter, alternator and pumps are arranged separately and above the crankshaft 8.4, the countershaft with clutch 8.5 and 8.6 the output shaft to save space.
  • crankshaft ends are thus only with camshaft, and primary drive applied, thereby the engine has a total advantageous width at crankshaft height of 371 mm (Fig. 9).
  • Usual, cross-installed motorcycle series engines with only four cylinders in this displacement class. have a width of about 400 mm.
  • Elements such as air filter, ignition system, intake manifold injection and the intake with air flow meter, throttle and air filter are located in the volume 8.8 or under the seat and the cylinder head 8.1. connected.
  • the advantageous properties of W engines for motorcycles can be demonstrated by the suitability of a large-volume engine in a motorcycle of average size (FIGS. 10, 11).
  • the displacement of 1500 cc is derived from 8 cylinders with 60.6 mm bore, 65 mm stroke, the two bevels b of +/- 9 mm in both VR benches and a cylinder spacing within each VR bench of 46.9 mm.
  • the VR angle ⁇ within the cylinder rows of both cylinder banks in this embodiment is 15 °.
  • the center axes of the two VR cylinder banks form an angle ß of 72 ° to each other.
  • the maximum external width of 500 mm in Fig.l 1 results at the rear of the engine arranged camshaft drive housing 10.1 in which there is a three-stage drive.
  • the water cooling can be 10.9 arranged so that there is a spring travel of greater than 150mm for the telescopic front fork.
  • the high position of the cylinder heads, each with two camshafts (with follower levers for 4 rows of valves, 10.4 and 11.2, respectively) and the guidance of the exhaust manifolds 10.10 and 11.1) in this exemplary embodiment allow large inclinations when cornering.
  • Ancillary units 10.11 such as alternator and starter are arranged on the circumference of the flywheel 10.5 and connected via the ring gear of the flywheel to the engine.
  • Elements such as air filter, ignition system, intake manifold injection and the intake manifold with air flow meter, throttle and air filter are located in the V-space 10.12 between the two VR cylinder banks and behind it over the gearbox 10.6.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)
  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)

Abstract

L'invention concerne une motocyclette munie d'un ensemble moteur compact et de faible poids. Grâce à l'utilisation d'un moteur à combustion interne compact en configuration VR et W, la motocyclette selon l'invention présente des dimensions et un poids très faibles. Il est ainsi également possible d'utiliser des moteurs à combustion interne ayant six à douze cylindres pour des motocyclettes. Grâce aux dimensions compactes du moteur, on obtient, malgré le nombre élevé de cylindres, des motocyclettes à forme étroite et profil aérodynamique avantageux.
EP05786922A 2004-09-05 2005-09-01 Motocyclette a moteur a combustion interne compacte Active EP1789664B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102004042765A DE102004042765B4 (de) 2004-09-05 2004-09-05 Kraftrad mit einer platz- und gewichtsparenden Motoranordnung
PCT/DE2005/001534 WO2006026960A1 (fr) 2004-09-05 2005-09-01 Motocyclette a moteur a combustion interne compact

Publications (2)

Publication Number Publication Date
EP1789664A1 true EP1789664A1 (fr) 2007-05-30
EP1789664B1 EP1789664B1 (fr) 2012-10-31

Family

ID=34530491

Family Applications (1)

Application Number Title Priority Date Filing Date
EP05786922A Active EP1789664B1 (fr) 2004-09-05 2005-09-01 Motocyclette a moteur a combustion interne compacte

Country Status (6)

Country Link
US (1) US7753012B2 (fr)
EP (1) EP1789664B1 (fr)
CA (1) CA2578579C (fr)
DE (1) DE102004042765B4 (fr)
ES (1) ES2397848T3 (fr)
WO (1) WO2006026960A1 (fr)

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Also Published As

Publication number Publication date
WO2006026960A1 (fr) 2006-03-16
US20080168957A1 (en) 2008-07-17
CA2578579C (fr) 2012-03-27
CA2578579A1 (fr) 2006-03-16
DE102004042765B4 (de) 2007-07-19
ES2397848T3 (es) 2013-03-11
DE102004042765A1 (de) 2005-06-02
US7753012B2 (en) 2010-07-13
EP1789664B1 (fr) 2012-10-31

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