EP1880093A1 - Moteur a combustion interne a pistons alternatifs - Google Patents

Moteur a combustion interne a pistons alternatifs

Info

Publication number
EP1880093A1
EP1880093A1 EP06724213A EP06724213A EP1880093A1 EP 1880093 A1 EP1880093 A1 EP 1880093A1 EP 06724213 A EP06724213 A EP 06724213A EP 06724213 A EP06724213 A EP 06724213A EP 1880093 A1 EP1880093 A1 EP 1880093A1
Authority
EP
European Patent Office
Prior art keywords
crankshaft
thermal expansion
internal combustion
combustion engine
crankshafts
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Withdrawn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
EP06724213A
Other languages
German (de)
English (en)
Inventor
Rupert Baindl
Helmut Betzmeir
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.)
Neander Motors AG
Original Assignee
Neander Motors 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 Neander Motors AG filed Critical Neander Motors AG
Publication of EP1880093A1 publication Critical patent/EP1880093A1/fr
Withdrawn legal-status Critical Current

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
    • F02B75/00—Other engines
    • F02B75/06—Engines with means for equalising torque
    • F02B75/065—Engines with means for equalising torque with double connecting rods or crankshafts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05C—INDEXING SCHEME RELATING TO MATERIALS, MATERIAL PROPERTIES OR MATERIAL CHARACTERISTICS FOR MACHINES, ENGINES OR PUMPS OTHER THAN NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES
    • F05C2251/00—Material properties
    • F05C2251/04—Thermal properties
    • F05C2251/042—Expansivity
    • F05C2251/044—Expansivity similar
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/12—Arrangements for adjusting or for taking-up backlash not provided for elsewhere

Definitions

  • the invention relates to a reciprocating piston internal combustion engine according to the preamble of patent claim 1.
  • Such a reciprocating piston internal combustion engine is known for example from DE 103 48 345.4 Al and is usually referred to as a double crankshaft motor.
  • crankshafts of double crankshaft engines are conventionally mounted in a crankcase enclosing the lower part of the engine, as can be seen, for example, from US Pat. No. 5,870,979 A or DE 40 13 754 A1.
  • the crankcase of these double crankshaft motors must therefore be particularly stiff and solid.
  • the torque generated by the engine is derived via one or both of the crankshafts, as is known, for example, from US Pat. No. 5,870,979 A or DE-OS 1 756 759, the corresponding crankshaft which derives the torque having additional toothed wheels which are connected to a transmission are coupled, resulting in a not inconsiderable overall length and thus leads to an increased weight of the double crankshaft engine.
  • the object of the present invention is to provide a reciprocating piston internal combustion engine according to the preamble of claim 1, which is compact and weight-optimized and which is also capable of generating high engine outputs.
  • Synchronization gears are matched to each other so that the thermal expansion of the bearing bracket between the two axes of rotation is substantially equal to the thermal expansion of the synchronization gears, also ensures that the backlash between the two meshing synchronization gears remains constant and with the not inconsiderable temperature fluctuations, particularly in the case of High performance engines occur, not changed. This noticeably reduces the wear on the tooth flanks and the noise level.
  • crankshafts are made of a material with a third coefficient of thermal expansion and that the dimensions of the bearing block, the crankshafts and the gearwheels in the radial direction and the first, second and third thermal expansion coefficients are matched to one another in such a way that the Thermal expansion of the bearing bracket and the crankshaft sections mounted therein is substantially equal to the thermal expansion of the synchronization gears and the crankshaft section on which the
  • Synchronization gears are attached.
  • the thermal properties of the crankshaft are also taken into account when compensating for the thermal influences on the backlash.
  • bearing bracket and the synchronization gearwheels each consist of material with the same coefficient of thermal expansion, and advantageously the crankshafts also consist of the material with this coefficient of thermal expansion.
  • bearing bracket and the synchronization gearwheels are made of the same material and if the crankshafts are also advantageously made of this same material.
  • At least two bearing seats are provided for supporting the crankshafts.
  • the invention is implemented particularly advantageously in a reciprocating piston internal combustion engine in which at least two piston-cylinder units arranged in series are provided.
  • a particularly compact embodiment of a reciprocating piston internal combustion engine according to the invention is achieved in that the bearing bracket has at least one driven gear stores that meshes with at least one of the synchronization gears.
  • the driven gear and the shaft supporting the driven gear in the bearing bracket are made of the same material as the bearing bracket.
  • Claim 1 can be made particularly light and compact, characterized in that the two crankshafts are mounted in at least one common bearing bracket and that the bearing bracket is directly connected to the cylinder and / or the cylinder head via fastening means.
  • This inventive measure can also be implemented separately in conventional double crankshaft engines regardless of the special thermal properties described above.
  • Figure 1 is a schematic front view of a reciprocating piston internal combustion engine according to the invention in the direction of the crankshaft axes.
  • Fig. 2 is a sectional side view in the direction of
  • Figure 3 is a sectional view in the direction of arrow III in Fi 9-2 .
  • Fig. 5 shows a further alternative embodiment with a bearing bracket attached to the cylinder.
  • a reciprocating piston 1 is received in the bore 20 of a cylinder 2 provided with a cylinder head 24 such that it can be moved back and forth along a cylinder axis A.
  • the piston 1 is sealed in a conventional manner with a plurality of piston rings 10 against the cylinder bore 20.
  • a combustion chamber 22 is formed in a conventional manner from the bore 20 and the reciprocating piston 1 limited in which the combustion of the fuel noise takes place.
  • the intake valves, exhaust valves, spark plug or glow plug and injection device usually provided in the cylinder head 24 are not shown in detail since they correspond to the technology which is well known to the person skilled in the art.
  • the piston 1 At its end facing away from the combustion chamber 22, the piston 1 is provided with a piston web 12, on which two connecting rod bearings 14, 16 are provided, offset laterally with respect to the cylinder axis A.
  • a first connecting rod 3 with a connecting rod eye 30 provided at its first end is pivotably attached to the first connecting rod bearing 14.
  • a further connecting rod eye 32 is provided, which is rotatably mounted on a first crank pin 40 of a first crankshaft 4 rotatable about an axis X.
  • a second connecting rod 5 with a first connecting rod eye 50 is pivotably mounted on the second connecting rod bearing 16 of the piston 1.
  • the connecting rod 5 is rotatably supported by a further connecting rod eye 52 provided on its other end on a first crank pin 60 of a second crankshaft 6 rotatable about an axis X 1 .
  • the two crankshafts 4 and 6 mesh with one another via gears 42 and 62 which form synchronization gears. This engagement of the gears 42, 62 ensures a synchronous in opposite directions
  • crankshaft 4 The construction of the crankshaft is explained below with reference to FIG. 2, wherein only a section of the view according to arrow II in FIG. 1 showing crankshaft 6 is shown in FIG. 2.
  • the construction of the crankshaft 4 is analogous to that of the crankshaft 6.
  • FIG. 2 shows the crankshaft 6 of a reciprocating piston internal combustion engine designed as a two-cylinder engine according to the present invention.
  • the crankshaft 6 has a central tubular middle section 61 which is aligned coaxially with the axis X 'of the crankshaft 6. At one axial end, the tubular section 61 merges into a first end section 63 with a larger diameter than the tubular section 61. On the circumference of the first end section 63, the gear 62 is formed, which meshes with the gear 42 of the crankshaft 4 for synchronization and for power transmission.
  • the toothing 62 'of the gear 62 can be a straight toothing or preferably a helical toothing.
  • the crank pin 60 On the end face of the first end section 63 facing away from the tubular section 61, the crank pin 60 is provided, the axis Y 'of which is laterally offset by an eccentricity E from the crankshaft axis X 1 .
  • the connecting rod 5 is rotatably mounted on the crank pin 60, and the connecting rod 3 of the first crankshaft 4 located behind the connecting rod 5 in the viewing direction can also be seen in FIG. 2.
  • the tubular section 61 merges into a second end section 64, the diameter of which is also enlarged compared to the diameter of the tubular section 61 and preferably corresponds to the diameter of the first end section 63.
  • a second crank pin 65 is attached to the second end section 64, which is also offset laterally by the eccentricity E with respect to the crankshaft axis X 'and whose axis is identical to the axis Y 1 of the first crankshaft pin 60.
  • the first connecting rod 3 'of the second piston-cylinder arrangement which is rotatably mounted on a further crank pin 45 of the mirror-symmetrically constructed first crankshaft 4, can also be seen in FIG. 2.
  • the two connecting rods 3 1 , 5 ' are pivotally mounted on connecting rods 94, 96 on the piston (not shown) of the second piston-cylinder arrangement.
  • the two crank pins 40, 45 of the first crankshaft 4 also lie on a common axis Y, which is also spaced apart from the crankshaft axis X by the eccentricity E.
  • a further gear wheel 66 is provided, which serves to drive auxiliary devices, for example an oil pump.
  • a gear 46 is also arranged on the second front portion 44 of the first crankshaft, which is designed analogously, and which is offset in the direction of the crankshaft axes X, X 'relative to the gear 66, so that the two gearwheels 46 and 66 do not interfere with one another and do not mesh with one another.
  • the gear 46 of the first crankshaft 4 is also used for Drive another auxiliary device, for example a hydraulic pump or a compressor.
  • a bearing section 67, 68 is provided on the tubular section 61 of the second crankshaft 6.
  • the crankshaft 6 is mounted in a conventional manner in slide or roller bearings in bearing seats 7, 7A of the reciprocating piston internal combustion engine. This storage very close to the end portions 63, 64 and thus to the crank pin 60, 65 ensures an ideal
  • a pinion 69 is formed on the tubular section 61 of the crankshaft 6, which pinion serves to drive a timing chain for camshafts (not shown) provided in the cylinder head 24 for controlling the valves (not shown).
  • the pinion 69 is only provided on the second crankshaft 6 in the figures, but can also be provided on the first crankshaft 4.
  • FIG. 3 is a view opposite to the view shown in FIG. 1 in the direction of the arrows III in FIG. 2 shows.
  • the bearing chair 7 is described, the bearing chair 7A being constructed analogously.
  • the bearing bracket 7 is formed in a plane passing through the crankshaft axes X, X 1 and is thus divided into a lower bearing bracket section 7 ′ and an upper bearing bracket section 7 ′′.
  • Bearing bracket sections 7 'and 7 "are screwed together via bolts 70, 70' and 71, 71 ', the bolts 70, 70'; 71, 71 'forming two pairs, each of which is assigned to a crankshaft 4, 6.
  • the bearing block 7 is provided with two circular bearing recesses 72, 73, each half being formed in the lower bearing block section 7 'and in the upper bearing block section 7 ".
  • a roller bearing 74, 75 is inserted, which with its radial inner bearing ring 74 ', 75' is rotatably attached to the associated bearing section 67, 47 of the respective crankshaft 6, 4.
  • the respective outer bearing ring 74 ", 75" of the respective bearing 74, 75 is between the lower bearing section 7 'and the upper bearing section 7 "non-rotatably clamped.
  • At least one of the two bearing bracket sections 7 ′, 7 ′′ is continuous and thus represents a rigid connection between the two crankshaft bearings 74, 75.
  • both bearing bracket sections 7 ', 7 are continuous, but alternatively one of the bearing bracket sections can also be formed vertically divided and thus consist of two bracket-like bearing shoes, each of which clamps the corresponding bearing of a crankshaft on the other continuous bearing bracket section.
  • roller bearings are shown in the exemplary embodiment for mounting the respective crankshaft, slide bearings can alternatively also be provided.
  • double crankshaft motors require a connection of the synchronization gears that is as free of play as possible, on the one hand to enable a smooth reversal of the direction of rotation of the crankshafts and on the other hand in order to synchronize the crankshafts in their rotational movement with as little angular displacement as possible.
  • crankcase is made of a different material than the crankshafts or the synchronization gears, especially in lightweight engines, the
  • crankshaft bearings 74, 75 both
  • the bearing block 7 consists of a material with a first coefficient of thermal expansion and the
  • Synchronization gears 42, 62 consist of a material with a second coefficient of thermal expansion.
  • Synchronization gears 42, 62 are in the radial direction, in particular in the direction of the two
  • Synchronization gears 42, 62 in the area of the meshing teeth over almost the entire
  • the bearing frame 7 and the synchronization gears 42, 62 can either consist of a material with the same coefficient of thermal expansion or even of the same material.
  • crankshaft 4, 6 differs from the diameter of the crankshaft section on which the synchronization gears 42, 62 are fitted - provided the synchronization gears 42, 62 are not formed integrally with the respective crankshaft 4, 6 are - it is advantageous if the crankshaft 4, 6 also consists of a material which has a third coefficient of thermal expansion and then the
  • the bearing block 7, the crankshafts 4, 6 and the synchronization gears 42, 62 in the radial direction and the first, the second and the third coefficient of thermal expansion are matched to one another such that the thermal expansion of the bearing block 7 and the bearing sections 47, 48; 67, 68 of the crankshafts 4, 6 is substantially equal to the thermal expansion of the synchronization gears 42, 62 and the crankshaft sections on which the synchronization gears 42, 62 are mounted.
  • the crankshafts are also included in the thermal expansion compensation between the crankshaft axes X, X 1 .
  • Synchronization gears 42, 62 and the crankshafts 4, 6 are made of the same material.
  • FIG. 4 shows an alternative embodiment similar to the embodiment shown in FIG. 3.
  • the bearing block 107 is provided with its lower bearing seat portion 107 'and at its top bracket portion 107' at one end with a lateral extension attachment 107 '' •, which in a transmission casing 28 which is flanged to the motor housing 26, projects from the motor housing 26 out
  • an output pinion 8 with an output shaft 80 is mounted in the bearing block 107 in the same way as the synchronization gears 42, 62.
  • the output pinion 8 meshes with the synchronization gear 62 adjacent to it, so that the torque generated by the double crankshaft motor is transmitted to the output gear 8 and the output shaft 80 connected to it in a rotationally fixed manner.
  • the output gear 8 also consists of a material with a coefficient of thermal expansion which corresponds to the coefficient of thermal expansion of the bearing block 7.
  • the output shaft 80 which supports the driven gear 8 in the bearing bracket can also be made of the same material as the bearing bracket 7.
  • FIG. 5 shows a special embodiment of a reciprocating piston internal combustion engine, in which the bearing bracket 207 likewise consists of a lower bearing bracket section 207 ′ and an upper bearing bracket section 207 ′′, which are connected to one another in the same way as described in the example in FIG. 3
  • the bearing block 207 is connected at its upper end pointing towards the cylinder 2 to two projections 208, 209 directed towards the cylinder 2 by means of screw bolts 270, 271.
  • These projections 208, 209 are in turn only shown schematically
  • the motor housing can therefore also be made particularly light, as a result of which a lower weight of the reciprocating piston internal combustion engine can be achieved. Also, when choosing the material of the motor housing
  • Material with a lower strength, but a higher thermal conductivity can be selected so that the motor housing can make a significant contribution to motor cooling.
  • Parallel two-cylinder engine, or twin for short, is the most compact type of two-cylinder engine design. Cooling jackets around cylinders and cylinder heads can be combined and do not require any connection cables that are prone to failure.
  • the entire valve control can be implemented by means of a single camshaft drive and two camshafts extending over both cylinders. This enables a functionally very rigid construction and leads to a construction unit that is very economical to produce.
  • the device according to the invention can also take embodiments other than those described above.
  • the device can in particular have features that represent a combination of the respective individual features of the claims. Reference signs in the claims, the description and the drawings serve only for a better understanding of the invention and are not intended to limit the scope of protection.

Landscapes

  • 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)

Abstract

L'invention concerne un moteur à combustion interne à pistons alternatifs comportant au moins un cylindre (2) dans lequel un piston alternatif (1) est logé de façon à décrire un mouvement de va-et-vient ; un premier vilebrequin (4) ; et, un deuxième vilebrequin (6), le premier et le deuxième vilebrequin (4, 6) s'engrenant par l'intermédiaire de roues dentées de synchronisation (42, 62). Ledit moteur à combustion interne est caractérisé en ce que les deux vilebrequins (4, 6) sont logés dans au moins un siège de palier commun (7 ; 107 ; 207) ; le siège de palier (7 ; 107 ; 207) est réalisé dans un matériau présentant un premier coefficient de dilatation thermique ; les roues dentées de synchronisation (42, 62) sont réalisées dans un matériau présentant un deuxième coefficient de dilatation thermique ; et, les dimensions du siège de palier (7 ; 107 ; 207) et des roues dentées de synchronisation (42, 62) dans la directions radiale, et le premier et le deuxième coefficient de dilatation thermique sont coordonnés de telle manière l'un par rapport à l'autre que la dilatation thermique du siège de palier (7 ; 107 ; 207) entre les deux axes de rotation (X, X'') est essentiellement identique à celle des roues dentées de synchronisation (42, 62).
EP06724213A 2005-04-29 2006-04-10 Moteur a combustion interne a pistons alternatifs Withdrawn EP1880093A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102005020064A DE102005020064B4 (de) 2005-04-29 2005-04-29 Hubkolben-Brennkraftmaschine
PCT/EP2006/003282 WO2006117060A1 (fr) 2005-04-29 2006-04-10 Moteur a combustion interne a pistons alternatifs

Publications (1)

Publication Number Publication Date
EP1880093A1 true EP1880093A1 (fr) 2008-01-23

Family

ID=36580397

Family Applications (1)

Application Number Title Priority Date Filing Date
EP06724213A Withdrawn EP1880093A1 (fr) 2005-04-29 2006-04-10 Moteur a combustion interne a pistons alternatifs

Country Status (4)

Country Link
US (1) US20100077984A1 (fr)
EP (1) EP1880093A1 (fr)
DE (1) DE102005020064B4 (fr)
WO (1) WO2006117060A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102017005540A1 (de) 2017-06-12 2018-12-13 Hrvoje Salinovic Kurbeltrieb für eine Hubkolbenmaschine

Families Citing this family (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102006060659B3 (de) * 2006-12-21 2008-07-03 Neander Motors Ag Kolbenarbeitsmaschine
DE102006060660B4 (de) * 2006-12-21 2008-07-31 Neander Motors Ag Kolbenarbeitsmaschine
DE202007000915U1 (de) 2007-01-22 2008-05-29 Neander Motors Ag Kolbenarbeitsmaschine
US20100263621A1 (en) * 2009-04-15 2010-10-21 Hendrikus Johan Swienink Increase torque output from reciprocating piston engine
US8360028B2 (en) 2010-09-04 2013-01-29 Neander Motors Piston with two pivot bearings and twin crankshaft piston engine
DE102015000122B3 (de) * 2015-01-07 2016-03-10 Neander Motors Ag Brennkraftmaschine mit wenigstens einem Kolben
DE102015013631A1 (de) * 2015-10-21 2017-04-27 Neander Motors Ag Schwenklager für zwei Pleuel
DE102016015307B4 (de) 2016-12-22 2018-10-18 Neander Motors Ag Schwenklager für zwei Pleuel in zumindest einem Hubkolben
DE102018221831A1 (de) * 2018-12-14 2020-06-18 Zf Friedrichshafen Ag Haltevorrichtung für ein Fahrzeuggetriebe
CN112483613A (zh) * 2019-11-27 2021-03-12 熵零技术逻辑工程院集团股份有限公司 一种内燃机
DE102021115964A1 (de) * 2021-06-21 2022-12-22 Neander Motors Aktiengesellschaft Hubkolbenmotor mit einem Zylindergehäuse und mit einem mit diesem verbundenen Kurbelgehäuse

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US2983554A (en) * 1958-03-17 1961-05-09 Gen Motors Corp Engine bearing assembly and method of making the same
US3046953A (en) * 1960-05-03 1962-07-31 Dolza John Internal combustion engines
DE1756759A1 (de) * 1968-07-09 1970-04-30 Werner Freitag Schiffsantrieb
JPS59166759A (ja) * 1983-03-11 1984-09-20 Honda Motor Co Ltd エンジンにおけるカム軸駆動装置
DE4013754A1 (de) * 1990-04-14 1991-10-17 Heinz Evers Kolbenmaschine
US5682844A (en) * 1996-12-30 1997-11-04 Wittner; John A. Twin crankshaft mechanism with arced connecting rods
DE10348345B4 (de) * 2003-10-17 2005-09-01 Neander-Motorfahrzeuge Gmbh Hubkolben-Brennkraftmaschine

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102017005540A1 (de) 2017-06-12 2018-12-13 Hrvoje Salinovic Kurbeltrieb für eine Hubkolbenmaschine

Also Published As

Publication number Publication date
DE102005020064B4 (de) 2007-02-15
WO2006117060A1 (fr) 2006-11-09
WO2006117060A9 (fr) 2008-01-24
US20100077984A1 (en) 2010-04-01
DE102005020064A1 (de) 2006-11-16

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