EP1927760A1 - Vorrichtung zur Hubsteuerung eines Motors mit variablem Verdichtungsverhältnis oder eines Schaltgetriebes - Google Patents

Vorrichtung zur Hubsteuerung eines Motors mit variablem Verdichtungsverhältnis oder eines Schaltgetriebes Download PDF

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Publication number
EP1927760A1
EP1927760A1 EP07301574A EP07301574A EP1927760A1 EP 1927760 A1 EP1927760 A1 EP 1927760A1 EP 07301574 A EP07301574 A EP 07301574A EP 07301574 A EP07301574 A EP 07301574A EP 1927760 A1 EP1927760 A1 EP 1927760A1
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EP
European Patent Office
Prior art keywords
piston
hydraulic cylinder
sleeve
pistons
central
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Withdrawn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
EP07301574A
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English (en)
French (fr)
Inventor
Gwennaël Favennec
Jacques Obert
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.)
Renault SAS
Original Assignee
Renault SAS
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 Renault SAS filed Critical Renault SAS
Publication of EP1927760A1 publication Critical patent/EP1927760A1/de
Withdrawn legal-status Critical Current

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B11/00—Servomotor systems without provision for follow-up action; Circuits therefor
    • F15B11/08—Servomotor systems without provision for follow-up action; Circuits therefor with only one servomotor
    • F15B11/12—Servomotor systems without provision for follow-up action; Circuits therefor with only one servomotor providing distinct intermediate positions; with step-by-step action
    • F15B11/121—Servomotor systems without provision for follow-up action; Circuits therefor with only one servomotor providing distinct intermediate positions; with step-by-step action providing distinct intermediate positions
    • F15B11/123—Servomotor systems without provision for follow-up action; Circuits therefor with only one servomotor providing distinct intermediate positions; with step-by-step action providing distinct intermediate positions by means of actuators with fluid-operated stops

Definitions

  • the present invention relates to a control device comprising a hydraulic cylinder provided with an output rod.
  • This device is intended in particular to control the trajectory of a control nut of the compression ratio of a variable compression ratio engine, or the position of a speed selection shaft of a robotized gearbox.
  • the invention also relates to a variable compression ratio engine comprising a combustion chamber provided with at least one cylinder associated with a cylinder piston, and a crankshaft connected to each cylinder piston via a connecting rod and a cylinder. a control nut of the compression ratio of the variable compression ratio engine.
  • variable compression ratio internal combustion engines comprise a device for dynamically varying the stroke of the pistons in their cylinders.
  • This adaptation improves the efficiency of the internal combustion engine and reduces the amount of pollutant emissions released by the engine.
  • variable compression ratio engines differ from conventional internal combustion engines in particular by the fact that their connecting rods are not directly connected to the crankshaft of the engine, but they are indirectly via at least one other connecting rod, commonly called nuts. When the engine is running, this nut has reciprocating movements; its trajectory is controlled by an ad hoc piloting device.
  • This control device is then designed to undergo high mechanical stress induced by the reciprocating movements of the nut.
  • a known control device consists of a conventional hydraulic cylinder provided with a piston which delimits two compression chambers and which is connected to the nut by means of its output rod.
  • the piloting of the pressure in the two chambers by an adequate solenoid valve makes it possible to control the position of the outlet rod, which can thus have an infinity of distinct positions, so as to impose a certain trajectory on the nut.
  • This technical solution requires the use of servo-control means of the solenoid valve as a function of the position of the output rod, so that the latter remains constantly disposed at the desired position regardless of the variations in the effort that it is applied by the nut.
  • the use of servo control requires the creation of hydraulic leaks at the solenoid valve to stabilize the servo to ensure the output rod a precise position. The disadvantage is that these leaks cause a drop in engine efficiency.
  • the use of a servo also requires a development that is difficult to implement and must be regularly calibrated.
  • the present invention proposes a robust and non-controlled control device.
  • a control device as defined in the introduction, in which two bistable actuators are provided which are adapted to control the position of said output rod so that it is adapted to assume a position. stable among four stable positions regardless of the force applied on said output rod.
  • the four stable positions are fixed so that the output rod can not move when it is in one of these positions.
  • the use of stable positions also makes it possible to ensure, by means of a simple architecture devoid of a servo-control device, that the outlet rod of the piston maintains its position.
  • this nut can have four types of trajectories, and the engine can have four different compression ratios, each adapted to a type of load and a particular use of the engine. This sampling of four stable positions is sufficient to effectively adapt the compression ratio of the engine to its operating range.
  • the selection shaft may have precise predetermined positions, so that these gear ratios engage without difficulty.
  • the hydraulic cylinder comprises a sleeve inside which three pistons are mounted free in translation, including two end pistons of different sections and a central piston, and each stable positions of the output rod is given by mechanical stops of the hydraulic cylinder against which each of the three pistons is adapted to bear.
  • each of the pistons is here provided so that, combined with the pressure used in the jack, the force induced by the fluid on the pistons remains constantly higher than the disturbance forces applied to the output rod of the hydraulic cylinder. Therefore, the pistons that are compressed on one side by the fluid and the other in abutment against a mechanical stop, precisely maintain their positions. The output rod of the cylinder therefore remains fixed.
  • each mechanical stop of the hydraulic cylinder is formed by a fixed part of the sheath of the hydraulic cylinder or by a piston which is itself in abutment against a fixed part of the sheath of the hydraulic cylinder.
  • the position of the output rod in each of its stable positions depends on the position of the mechanical stops.
  • the accuracy of the position of the output rod therefore depends on the machining precision of the various parts of the cylinder (sheath and pistons).
  • this accuracy depends on the number of parts making up each mechanical stop. The higher this number, the more machining inaccuracies generate errors in the positioning of the output rod. Here, this number is small and is at most two (one of the pistons and the sheath).
  • the invention also relates to a variable compression ratio engine as defined in the introduction, wherein the nut is connected to an output shaft of a hydraulic cylinder of such a steering device so that the trajectory of the nut is driven by this steering device.
  • the invention is here illustrated by its application to control the trajectory of a control nut compression ratio of a variable compression ratio engine.
  • the invention can also be applied to controlling other members of an internal combustion engine, such as for example a gear selection shaft of a robotized gearbox.
  • FIG. 1 schematically shows a section of an engine block of a variable compression ratio internal combustion engine 1, here controlled ignition.
  • This engine block comprises a cylinder block 9 provided with a plurality of in-line cylinders of vertical A1 axes, only one of which is here described and shown.
  • This cylinder block 9 is connected on its lower part to an oil sump 17, and on its upper part to a cylinder head 2.
  • This yoke 2 has a generally parallelepipedal body. Its underside has a plurality of inner bulges which form cylinder heads for closing the upper ends of the cylinders of the cylinder block 9.
  • a spark plug 7 is arranged at the top of each cylinder head and opens into the associated cylinder .
  • Each cylinder head is provided with two intake openings and two exhaust openings, from which two fresh gas inlet ducts 3 and two exhaust gas ducts 5 originate. These intake ducts 3 and exhaust 5 are adapted to be closed respectively by intake valves 4 and exhaust valves 6 to regulate the flow rate of fresh gas or exhaust gas burned.
  • a piston 10 is housed in each cylinder. It has a peripheral skirt adapted to slide along the side wall of the cylinder in a reciprocating rectilinear motion axis coinciding with the cylinder axis A1.
  • the side wall and the cylinder head thus define with the piston 10 a combustion chamber 8.
  • each piston 10 is pierced transversely by two openings accommodating a piston pin connected to one end of a connecting rod 11.
  • variable compression ratio engine 1 conventionally comprises a crankshaft 13 intended to be rotated about an axis A2 by the reciprocating rectilinear motion of the piston 10.
  • crankshaft 13 comprises a crankpin 14, of axis A3 parallel and offset with respect to the axis A2, on which is pivotally mounted a nut 12.
  • This nut 12 has two apertures axes A4 and A5, parallel and offset with respect to axes A2 and A3.
  • One of these openings A4 axis hosts an axis which is connected to the other end of the rod 11.
  • the engine comprises a device 20 for controlling the trajectory of the nut 12, which comprises a hydraulic jack 30 provided with an outlet rod 50 whose end is rotatably connected to a first end of an arm 15.
  • the other end of this arm 15 is connected to the nut 12 by an axis which is engaged in the other opening of the axle nut A5.
  • the position of the first end of the arm 15 constrains the movements of the nut 12 so as to force it to take a predetermined path.
  • the output shaft of the hydraulic cylinder could be connected to a rack cooperating with teeth made directly on the nut. The position of the rack then would constrain here also the nut to take a predetermined path.
  • the control device 20 comprises two bistable actuators 61, 62 adapted to control the position of said output rod 50 of the hydraulic jack 30 so that it is adapted to have a stable position among four stable positions whatever the effort F provided by the nut on said output rod 50.
  • the hydraulic cylinder 30 comprises a protective sheath.
  • This sleeve comprises a hollow cylindrical body 31 which is closed on the side of its rear end and a cover 32 closing the front end of the body 31.
  • This cover 32 has a central opening through which protrudes the outlet rod 50 of the jack.
  • the rear portion of the cylinder could also be closed by a cover.
  • the sheath of the hydraulic jack 30 further comprises an inner jacket in two parts 33, 34 adjacent which is threaded inside the body 31 and which covers the entire inner face of the cylindrical wall of the body 31.
  • Each portion of the inner liner has a generally tubular shape, with an outer diameter substantially equal to the inner diameter of the body 31 of the sleeve.
  • This rear portion 33 of the inner liner is further provided internally, three-quarters of its height, a peripheral rib 35 which partially obstructs the inner conduit of this portion of the inner liner.
  • the inside diameter of the front portion 34 of the inner liner is less than the inside diameter of the rear portion 33; it is dimensioned so that this portion has a section equal to half the section of the rear portion 33.
  • This diameter is further provided as a function of the hydraulic pressure in the cylinder and as a function of the maximum effort that can cause the nut on the output rod 50 of the cylinder. More specifically, the force of the cylinder exerted by the hydraulic pressure on its output rod must be greater than the external force received on the cylinder to ensure stability and traction.
  • the hydraulic cylinder 30 further includes three internally pistons 51, 53, 55 which are mounted free in translation inside the inner sleeve of the sheath.
  • a first end piston is disposed in the rear portion 33 of the inner liner, behind the peripheral rib 35.
  • This piston has a peripheral skirt, of outside diameter equal, with the clearance, to the diameter inside the rear portion 33 of the inner liner, and a transverse wall closing the rear end of the peripheral skirt. It is therefore adapted to slide along the inner jacket of the jack.
  • the rear piston 53 further comprises a shaft 54, of axis coincident with the axis of revolution of the piston, one end of which is secured to the front face of the transverse wall of the piston.
  • a second end piston is disposed in the front portion 34 of the inner liner.
  • This piston also has a peripheral skirt, of outside diameter equal, clearance, to the inside diameter of the front portion 34 of the inner liner, and a transverse wall closing the front end of the peripheral skirt. It is therefore adapted to slide along the inner jacket of the jack.
  • the front piston 51 further comprises a shaft 52, whose axis coincides with the axis of revolution of the piston, one of whose ends is secured to the rear face of the transverse wall of the piston.
  • the outlet rod 50 of the jack is secured to the front face of this transverse wall.
  • the third piston is disposed in the bottom portion 33 of the inner liner, in front of the peripheral rib 35.
  • This piston has a cylindrical shape of outside diameter less than the inside diameter of the peripheral skirt of the front piston. 51. It is provided with a central opening 56 having a diameter equal to the inside diameter of the peripheral rib 35 of the inner liner.
  • the central piston 55 further comprises laterally a peripheral ring which borders its rear end and which has an outer diameter equal, clearance, to the inner diameter of the rear portion 33 of the inner liner. The central piston 55 is thus adapted to slide along the inner liner of the jack, between the peripheral rib 35 and the shoulder formed by the front portion 34 of the inner liner.
  • the hydraulic cylinder 30 comprises a sleeve 57 of tubular shape, the two ends are slightly flared. These flares could alternatively be constituted by circlips or any other mechanical element capable of forming a stop.
  • This sleeve is threaded through the central opening 56 of the central piston 55 and the peripheral rib 35 of the inner liner.
  • the shafts 52, 54 of the front and rear pistons are inserted inside the sleeve 57 so as to slide along the inner wall of the sleeve.
  • This sleeve 57 has a guide function for the central piston 55, so that the latter can slide along the inner sleeve of the sleeve without tilting.
  • the first compression chamber 41 is defined between the cover 32 of the sleeve and the transverse wall of the front piston 51. It has a fluid inlet 42 opening into the side wall of the body 31 of the sleeve.
  • the peripheral skirt of the front piston 51 laterally accommodates a peripheral piston segment 51A, here metallic, which prevents any leakage of fluid between the peripheral skirt of the front piston 51 and the inner jacket of the cylinder.
  • the second compression chamber 43 is defined between the transverse wall of the front piston 51 and the central piston 55. It has a fluid inlet 44 also opening into the side wall of the body 31 of the sleeve.
  • the peripheral ring of the central piston 55 laterally accommodates a piston ring 55A which prevents any leakage of fluid between the peripheral skirt of the central piston 55 and the inner jacket of the jack, and the central opening 56 of the central piston 55 internally accommodates a piston ring 56A which forms a seal between the sleeve 57 and the central piston 55.
  • the third compression chamber 45 is defined between the central piston 55 and the peripheral rib 35 of the inner liner. It has a fluid inlet 46 also opening into the side wall of the body 31 of the sheath.
  • the peripheral rib 35 internally accommodates a piston ring 35A which forms a seal between the sleeve 57 and this peripheral rib 35.
  • Another chamber 43A is defined between the peripheral rib 35 of the inner liner and the transverse wall of the rear piston 53.
  • This other chamber 43A is connected to the second compression chamber 43 to the extent that the fluid can circulate inside the Sleeve 57.
  • the pressure in these two chambers 43, 43A is therefore always substantially equal.
  • the sleeve 57 internally has longitudinal grooves in which the fluid can flow easily and quickly.
  • a fourth compression chamber 47 is defined between the transverse wall of the rear piston 53 and the bottom wall of the body 31 of the sheath. It has a fluid inlet 48 opening into the bottom wall of the body 31.
  • the peripheral skirt of the rear piston 53 laterally accommodates a piston ring 53A which prevents any leakage of fluid between the peripheral skirt of the rear piston 53 and the inner jacket of the jack.
  • the two bistable actuators make it possible to adjust the pressure of the fluid in each of the four compression chambers 41, 43, 45, 47. They are here formed by two bistable solenoid valves 61, 62 with a slide. They could alternatively be formed by a larger number of bistable solenoid valves.
  • the position of each drawer is controlled by a calculator built into the motor. As represented on the figure 2 these solenoid valves are electromagnetically controlled. The drawers have a rest position in which they are held by return springs and an activated position in which they are held by an electromagnetic field. The exact architecture of the drawers is represented on the figure 2 and will not be more precisely described.
  • the solenoid valves are here supplied with fluid by an electric pump unit, that is to say by a pump actuated by an electric motor.
  • This electro-pump unit is intended to operate intermittently, storing the hydraulic energy in a battery.
  • the solenoid valves are connected by four channels to the inputs of the four compression chambers of the hydraulic cylinder 30.
  • Each of the solenoid valves may have two distinct positions, the set of two solenoid valves may have four operating states to obtain four stable positions of the rod. output 50 of the hydraulic cylinder 30.
  • stable position is meant a position in which the output rod 50 is fixed regardless of the force F provided by the nut 12 on the output rod.
  • the forces generated by the fluid on the front piston 51 are provided to remain constantly higher than the effort provided F.
  • the first solenoid valve 61 is controlled to move to the activated position while the second solenoid valve 62 remains in the rest position. Consequently, the pressurized fluid feeds only the first compression chamber 41. The pressurized fluid then generates a pressure force F1 on the front face of the transverse wall of the front piston 51, so that the latter bears on against a mechanical stop formed by the central piston 55, which itself bears against the peripheral rib 35 of the inner jacket of the jack.
  • the output rod 50 then protrudes from the lid 32 of a short length L1.
  • the surface of the front face of the transverse wall of the front piston 51 is sufficiently large for said pressure force to remain constantly greater than the force F supplied by the nut 12 to the outlet rod 50.
  • the first and second solenoid valves 61, 62 are controlled to remain in the rest position. Consequently, the pressurized fluid feeds the first and third compression chambers 41, 45. The pressurized fluid then generates a first pressure force F3 on the front face of the transverse wall of the front piston 51 and a second pressure force F2. on the rear face of the central piston 55.
  • the surface of the rear face of the central piston 55 on which the fluid is applied is greater than the surface of the front face of the transverse wall of the front piston 51 on which the fluid is applied.
  • the second pressing force F2 is therefore greater than the first pressing force F1.
  • the front piston 51 thus bears against the central piston 55 (which forms a mechanical stop), while the central piston 55 abuts against the recess formed between the two parts 33, 34 of the inner jacket of the jack.
  • the output rod 50 projects from the cover 32 with a length L2 greater than the length L1.
  • the pressing forces F2 and F3 are both greater than the force F provided by the nut 12 on the output rod 50, so that the output rod 50 does not move in one direction or the other.
  • the first solenoid valve 61 is controlled to remain in the rest position while the second solenoid valve 62 is controlled to move to the activated position.
  • the pressurized fluid feeds the first and fourth compression chambers 41, 47.
  • the pressurized fluid then generates a first pressing force F4 on the front face of the transverse wall of the front piston 51 and a second pressing force F5 on the rear face of the transverse wall of the rear piston 53.
  • the surface of the rear face of the transverse wall of the rear piston 53 on which the fluid is applied is greater than the surface of the front face of the transverse wall of the front piston 51 on which the fluid is applied.
  • the second pressing force F5 is therefore greater than the first pressing force F4.
  • the rear piston 53 thus bears against the peripheral rib 35 of the inner liner of the cylinder while the front piston 51 tends to move back towards the central piston 55.
  • the lengths of the shafts 52, 54 of the front pistons and rear are such that the shaft 52 of the front piston 51 abuts against the shaft 54 of the rear piston 53, so that the front piston 51 remains disposed at mid-height of the front portion 34 of the inner jacket of the cylinder.
  • the outlet rod 50 projects from the cover 32 with a length L3 greater than the length L2.
  • the pressure forces F4 and F5 are both greater than the force F provided by the nut 12 on the output rod 50, so that the output rod 50 does not move in one direction or the other.
  • the sleeve 58 may have a greater length, unlike the shafts 52, 54 of the front and rear pistons which have lower lengths.
  • the front piston 51 would rest on the rear piston 53 via the sleeve 58.
  • the positioning accuracy of the output rod 50 depends, besides the geometry front and rear pistons and that of the inner liner, the geometry of the sleeve 58, which globally decreases the accuracy of said positioning.
  • the first and second solenoid valves 61, 62 are controlled to move to the activated position. Therefore, the pressurized fluid feeds the second and fourth compression chambers 43, 47. The pressurized fluid then generates a first pressure force F6 on the front face of the central piston 55, a second pressure force F7 on the rear face of the transverse wall of the rear piston 53 (which is in fact a difference in pressure forces applying to each of its two faces) and a third pressure force F8 on the rear face of the transverse wall of the front piston 51.
  • the rear piston 53 thus bears against the peripheral rib 35 of the inner jacket of the jack, so that it reduces the volume of the chamber 43A and increases the filling speed of the second compression chamber 43.
  • the front piston 51 comes to bear against the cover 32 of the jack sleeve.
  • the outlet rod 50 projects from the lid 32 of a maximum length L4.
  • the third pressure force F8 is greater than the force F provided by the nut 12 on the output rod 50, so that the output rod 50 does not move.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Analytical Chemistry (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
EP07301574A 2006-11-28 2007-11-23 Vorrichtung zur Hubsteuerung eines Motors mit variablem Verdichtungsverhältnis oder eines Schaltgetriebes Withdrawn EP1927760A1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR0610405A FR2909139A1 (fr) 2006-11-28 2006-11-28 Dispositif de pilotage de la trajectoire d'une noix d'un moteur a taux de compression variable ou d'une boite de vitesse robotisee

Publications (1)

Publication Number Publication Date
EP1927760A1 true EP1927760A1 (de) 2008-06-04

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EP07301574A Withdrawn EP1927760A1 (de) 2006-11-28 2007-11-23 Vorrichtung zur Hubsteuerung eines Motors mit variablem Verdichtungsverhältnis oder eines Schaltgetriebes

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EP (1) EP1927760A1 (de)
FR (1) FR2909139A1 (de)

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS61109905A (ja) * 1984-11-02 1986-05-28 Mitsuwa Seiki Co Ltd シリンダ装置
FR2667908A1 (fr) * 1990-10-12 1992-04-17 Salvi Verin pneumatique a plusieurs positions d'arret.
JPH08109905A (ja) 1994-10-13 1996-04-30 Nippondenso Co Ltd 多段ストロークシリンダ制御装置とそれを用いた自動変速機用油圧制御装置
EP0803651A1 (de) * 1996-04-26 1997-10-29 MAGNETI MARELLI S.p.A. Druckgesteuerte Betätigungseinrichtung
WO2004018854A1 (en) * 2002-08-23 2004-03-04 Preservation Holdings Limited Internal combustion engines
EP1418322A2 (de) * 2002-11-05 2004-05-12 Nissan Motor Co., Ltd. System mit variablem Verdichtungsverhältnis für eine Brennkraftmaschine und Vefahren zur Steuerung des Systems

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS61109905A (ja) * 1984-11-02 1986-05-28 Mitsuwa Seiki Co Ltd シリンダ装置
FR2667908A1 (fr) * 1990-10-12 1992-04-17 Salvi Verin pneumatique a plusieurs positions d'arret.
JPH08109905A (ja) 1994-10-13 1996-04-30 Nippondenso Co Ltd 多段ストロークシリンダ制御装置とそれを用いた自動変速機用油圧制御装置
EP0803651A1 (de) * 1996-04-26 1997-10-29 MAGNETI MARELLI S.p.A. Druckgesteuerte Betätigungseinrichtung
WO2004018854A1 (en) * 2002-08-23 2004-03-04 Preservation Holdings Limited Internal combustion engines
EP1418322A2 (de) * 2002-11-05 2004-05-12 Nissan Motor Co., Ltd. System mit variablem Verdichtungsverhältnis für eine Brennkraftmaschine und Vefahren zur Steuerung des Systems

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Publication number Publication date
FR2909139A1 (fr) 2008-05-30

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