EP1789664B1 - Motocyclette a moteur a combustion interne compacte - Google Patents

Motocyclette a moteur a combustion interne compacte Download PDF

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Publication number
EP1789664B1
EP1789664B1 EP05786922A EP05786922A EP1789664B1 EP 1789664 B1 EP1789664 B1 EP 1789664B1 EP 05786922 A EP05786922 A EP 05786922A EP 05786922 A EP05786922 A EP 05786922A EP 1789664 B1 EP1789664 B1 EP 1789664B1
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EP
European Patent Office
Prior art keywords
cylinder
cylinders
motorcycle
crankshaft
engine
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Application number
EP05786922A
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German (de)
English (en)
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EP1789664A1 (fr
Inventor
Clemens Neese
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Individual
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Individual
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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
    • 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.
  • 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.
  • 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
  • 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 respective two planes of the two VR cylinder banks intersect below the crankshaft axis and on the opposite side of the midplane.
  • the VR cylinder banks having two rows of cylinders are each combined to form a contiguous cylinder block which is covered by a cylinder head common to these two rows.
  • Engine and transmission form a space-saving and weight-saving unit by using a common housing and a common oil reservoir. This is common in motorcycle construction, especially in transverse engines with transverse shafts to the transmission output and thus the space advantages resulting from the VR or W arrangement of the cylinder and the block engine design, combined in a favorable manner.
  • V n ⁇ * r 2 * 2 ⁇ H ⁇ V s
  • a setback b leads to an asymmetrical angular difference between OT and UT with a deviation of symmetrical 180 ° by the angle ⁇ 2 - ⁇ 1 ( 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 running this requires V-angles, which allow for a given number of cylinders a uniform ignition distribution over a 720 ° crank angle 4-stroke cycle.
  • each crankpin is about half the V-angle ⁇ / 2 and the OT angle ⁇ 1 ( Fig. 1 ) is rotated in the direction of the respective cylinder center axis.
  • Cylinder heads for VR engines are characterized by differently long inlet and outlet ports, which means that electronic engine control systems must take into account such parameters as ignition angle, injection timing and so on cylinder-individual. Also intake manifold systems and exhaust systems must be tailored to these conditions.
  • a VR engine with an odd number of cylinders eg 3,5,7 naturally has one short and one 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.
  • 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 uses weight-saving advantageous ( 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 R1 and R2.
  • the VR cylinder bank R1 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.
  • valves for the long outlet channels of R1 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 engine can be installed in schematic 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 four-cylinder motorcycle four-cylinder engines with similar cubic capacity.
  • 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 transmission 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. Due to the limited crank drive (jaw circle 5.8, 6.9 with radius +/- b), 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.
  • This pitch of the cylinder causes 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 cylinder head 5.6 and 6.6 which are shared by the two VR rows, is designed in this embodiment with an OHC valve drive with two camshafts and rocker arms to enable actuation of four valve rows with two camshafts.
  • FIG. 7 a longitudinally installable W8 motorcycle engine with intake manifold injection sketched in the front crack.
  • 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.
  • 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 an overall advantageous width at crankshaft height of 371 mm ( Fig. 9 ).
  • Conventional, transverse drive 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 ( Fig. 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 ⁇ of 72 ° relative to one another.
  • the maximum external width of 500 mm in Fig. 11 results at the rear of the engine arranged camshaft drive housing 10.1 in which there is a three-stage drive.
  • the powertrain is based on known concepts for Kraftradkardanantriebe with longitudinal crankshaft with an adjoining this flywheel with dry clutch 10.5 and a flanged gearbox 10.6 with its own oil reservoir. Particularly useful proves in this embodiment, the short overall length of the engine of only 320 mm (including the clutch on the rear and oil pump drive at the front end of the crankshaft) to the transmission input, and a maximum height of 450mm between the oil pan and the upper edge of the intake.
  • the compact dimensions of this W8 arrangement enable a swingarm length of 447 mm, starting from the swingarm bearing / universal joint 10.7 to the rear axle with angle gearbox 10.8.
  • 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 or 11.2) and the guidance of the exhaust manifold 10.10 or 11.1) in this embodiment allow large slopes during 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.

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  • 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)

Claims (6)

  1. Motocyclette comportant un moteur à combustion interne et une transmission,
    dans laquelle le moteur à combustion interne comprend un banc de cylindres ou deux bancs de cylindres et un vilebrequin,
    dans laquelle le banc de cylindres ou chacun des deux bancs de cylindres comprend au moins trois cylindres,
    dans laquelle les cylindres du banc de cylindres sont disposés en deux rangées de cylindres déplacés ensemble en quinconce et s'insérant les uns dans les autres, les deux plans formés par les axes des cylindres des deux rangées de cylindres formant un angle V aigu et se recoupant au-dessous de l'axe du vilebrequin, de sorte qu'est formé un mécanisme à bielle et manivelle croisé, un maneton distinct du vilebrequin étant associé à chaque cylindre du banc de cylindres,
    dans laquelle les cylindres des deux rangées de cylindres d'un banc de cylindres comportent une culasse de cylindres commune,
    dans laquelle le vilebrequin est disposé transversalement à la direction de marche, et
    dans laquelle le banc de cylindres, le vilebrequin et la transmission utilisent un carter commun et un réservoir d'huile commun.
  2. Motocyclette suivant la revendication 1, caractérisée en ce que le banc de cylindres comprend entre trois et six cylindres.
  3. Motocyclette suivant la revendication 1 ou 2, caractérisée en ce que le moteur à combustion interne comprend un banc de cylindres à six cylindres.
  4. Motocyclette suivant la revendication 3, caractérisée en ce que l'angle V vaut 15°.
  5. Motocyclette suivant l'une des revendications 1 ou 2, caractérisée en ce que deux bancs de cylindres sont prévus suivant un agencement en W, ceux-ci exerçant leur action sur le vilebrequin commun.
  6. Motocyclette suivant la revendication 5, caractérisée en ce que deux bancs de cylindres comportent autant de cylindres et en ce qu'un cylindre d'un premier banc de cylindres et un cylindre, disposé dans le même plan transversalement à l'axe de vilebrequin, d'un second banc de cylindres sont associés à un maneton commun du vilebrequin.
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 EP1789664A1 (fr) 2007-05-30
EP1789664B1 true 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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SI2577019T1 (sl) 2010-05-26 2017-08-31 Kj Ip Verwaltungs Gmbh Motorno kolo z večvaljnim motorjem z notranjih zgorevanjem
DE102010021613B4 (de) 2010-05-26 2012-06-21 Horex Gmbh Kraftrad mit kompakter Verbrennungskraftmaschine
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JP5902665B2 (ja) * 2013-12-27 2016-04-13 本田技研工業株式会社 鞍乗型車両
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Also Published As

Publication number Publication date
EP1789664A1 (fr) 2007-05-30
US7753012B2 (en) 2010-07-13
DE102004042765B4 (de) 2007-07-19
US20080168957A1 (en) 2008-07-17
WO2006026960A1 (fr) 2006-03-16
DE102004042765A1 (de) 2005-06-02
CA2578579C (fr) 2012-03-27
ES2397848T3 (es) 2013-03-11
CA2578579A1 (fr) 2006-03-16

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