EP2025893A1 - Mécanisme réciproque de piston - Google Patents

Mécanisme réciproque de piston Download PDF

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Publication number
EP2025893A1
EP2025893A1 EP07114078A EP07114078A EP2025893A1 EP 2025893 A1 EP2025893 A1 EP 2025893A1 EP 07114078 A EP07114078 A EP 07114078A EP 07114078 A EP07114078 A EP 07114078A EP 2025893 A1 EP2025893 A1 EP 2025893A1
Authority
EP
European Patent Office
Prior art keywords
crankshaft
internal ring
ring gear
gear
reciprocating piston
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Withdrawn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
EP07114078A
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German (de)
English (en)
Inventor
Lambertus Hendrik De Gooijer
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.)
Gomecsys BV
Original Assignee
Gomecsys BV
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 Gomecsys BV filed Critical Gomecsys BV
Priority to EP07114078A priority Critical patent/EP2025893A1/fr
Priority to PCT/EP2007/061224 priority patent/WO2009018863A1/fr
Publication of EP2025893A1 publication Critical patent/EP2025893A1/fr
Withdrawn legal-status Critical Current

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    • 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
    • F02B75/04—Engines with variable distances between pistons at top dead-centre positions and cylinder heads
    • F02B75/048—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of a variable crank stroke length

Definitions

  • the present invention relates to a reciprocating piston mechanism comprising a crankcase; a crankshaft having at least a crankpin, said crankshaft being supported by the crankcase and rotatable with respect thereto about a crankshaft axis; at least a connecting rod including a big end and a small end; a piston being rotatably connected to the small end; a crank member being rotatably mounted on the crankpin, and comprising at least a bearing portion which is eccentrically disposed with respect to the crankpin, and having an outer circumferential wall which bears the big end of the connecting rod such that the connecting rod is rotatably mounted on the crank member via the big end; a gear which is fixed to the crank member; and an internal ring gear which is carried by a ring gear carrier and disposed concentrically with respect to the crankshaft axis with which the gear meshes for rotating the crank member with respect to the crankpin upon rotation of the crankshaft.
  • Such a reciprocating piston mechanism is known from WO 96/27079 .
  • the prior art piston mechanism has a crank-connecting rod mechanism which makes variable compression possible.
  • the internal ring gear is rotatably connected to the crankshaft and its rotational position is adjustable by control means.
  • a disadvantage of the prior art mechanism is its relatively high internal friction losses.
  • the present invention aims to improve the mechanical efficiency of the reciprocating piston mechanism.
  • the ring gear carrier is connected to the crankcase at an axial distance of the internal ring gear and free from the crankshaft.
  • the ring gear carrier is not continuously in contact with the rotating crankshaft during operation of the mechanism, which leads to minimized friction losses. Since the ring gear carrier is connected to the crankcase at an axial distance of the internal ring gear the mechanism provides the opportunity to avoid fitting of the carrier in the crankcase in radial direction of the internal ring gear; the latter would require accurate machining of the crankcase, which appears to be difficult in practice, certainly in case when this part of the crankcase is composed of two separate parts.
  • the internal ring gear carrier is connected to a side wall of the crankcase, which extends substantially perpendicularly to the crankshaft axis.
  • This configuration is relatively easy to manufacture and to assemble. It is, for example, possible to prepare at least a portion of the side wall as a separate part before assembly.
  • the internal ring gear carrier may be connected to the crankcase at a supporting portion thereof which is located between the crankshaft and the internal ring gear as seen in radial direction of the crankshaft axis. This means that the supporting portion lies within the projected circumference of the internal ring gear which makes accurate manufacturing thereof more reliable, because of the relatively small dimensions of the supporting portion.
  • the supporting portion is adjacent to a crankshaft bearing for supporting the crankshaft, because this results in efficient use of the space around the crankshaft bearing.
  • the internal ring gear carrier may be rotatably connected to the crankcase. This provides advantageous operating possibilities, such as variable compression ratio.
  • the internal ring gear carrier may be connected to a centring element on the crankcase having a circular outer circumferential wall which bears the internal ring gear carrier.
  • the centring element is made of one part. This embodiment has the advantage that the centring element can be made with high accuracy; it can be made by a turning operation, for example.
  • crankshaft comprises at least two crankpins which are angularly spaced with respect to each other about the crankshaft axis, and at least two respective crank members, gears and internal ring gears.
  • the internal ring gear carriers can be disposed between the crankpins as seen along the crankshaft axis.
  • the internal ring gear carriers are fixed to each other so as to operate both carriers at the same time.
  • the internal ring gear carriers may be disposed near end portions of the crank members facing in opposite directions as seen along the crankshaft axis. This has the advantage that the mechanism can be maintained compact between the crankpins in axial direction.
  • a driving means can be connected to the internal ring gear carrier, wherein the driving means may be adapted such that, under operating conditions, it rotates the internal ring gear carrier in a rotational direction similar to that of the crankshaft at a predetermined rotation frequency.
  • This is an advantageous embodiment since it provides the opportunity to select the ratio of gear diameter and internal ring gear diameter and the rotation frequency and rotational direction of the internal ring gear such that the crank member rotates at half speed of the crankshaft speed.
  • a lot of variations are possible, for example a combination wherein the crank member rotates about the crankpin in opposite direction of that of the crankshaft, but also a combination wherein the crank member rotates about the crankpin in the same direction of that of the crankshaft.
  • crank member has the same rotational speed with respect to the crankcase as above, but in opposite direction compared to those cases.
  • the speed difference between the crank member and the crankpin as well as between the teeth of the gear and the internal ring gear is smaller due to driving the internal ring gear in the same direction as the crankshaft.
  • the friction losses between the crank member and the crankpin is reduced, as well as the noise production due to the lower speed difference between the teeth of the gear and the internal ring gear.
  • the rotation frequency of the crank member about its axis of rotation is a half of the crankshaft speed and in opposite direction thereof.
  • the diameter of the gear may be 2.5 times and the diameter of the internal ring gear 4.5 times the crank radius.
  • the speed difference between the crank member and the crankpin is similar to the case in which the internal ring gear does not rotate as described in the above-mentioned cases.
  • the advantage of a combination of the selected speed of the internal ring gear, and the ratio between the diameter of the internal ring gear and the diameter of the gear such as chosen in this example is that the piston stroke of the mechanism can be increased without increasing the diameter of the internal ring gear. In other words, a longer piston stroke requires an increased crank length. Without increasing the diameter of the internal ring gear, the diameter of the gear must be reduced. This would mean that the gear rotates at a higher speed than a half of the crankshaft speed if the internal ring gear is not rotated.
  • the desired gear speed is achieved by driving the internal ring gear in the same direction as the crankshaft. It is noted that the values mentioned hereinbefore are not limiting in respect of the scope of the invention. Numerous other combinations are conceivable.
  • the rotation frequency of the crank member about its axis of rotation is a half of the crankshaft speed, but in the same direction thereof.
  • the diameter of the gear may be 3 times and the diameter of the internal ring gear 5 times the crank radius.
  • the speed difference between the crank member and the crankpin is reduced by 2/3 with respect to the above-mentioned cases, resulting in lower friction losses.
  • the relative speeds of the gear and internal ring gear with respect to each other are 2/3 lower resulting in a lower noise level and friction.
  • the driving means is formed by the crankshaft which drives the internal ring gear carrier by a transmission, because this is efficient and provides a compact mechanism.
  • the invention also relates to a reciprocating piston mechanism comprising a crankcase; a crankshaft having at least a crankpin, said crankshaft being supported by the crankcase and rotatable with respect thereto about a crankshaft axis; at least a connecting rod including a big end and a small end; a piston being rotatably connected to the small end; a crank member being rotatably mounted on the crankpin, and comprising at least a bearing portion which is eccentrically disposed with respect to the crankpin, and having an outer circumferential wall which bears the big end of the connecting rod such that the connecting rod is rotatably mounted on the bearing portion of the crank member via the big end; a gear which is fixed to the crank member; and an internal ring gear which is disposed concentrically with respect to the crankshaft axis and which is rotatable with respect to the crankcase and the crankshaft, wherein the gear meshes with the internal ring gear for rotating the crank member with respect to the crankpin upon rotation of the cranks
  • the diameters of the gear and the internal ring gear and the rotation frequency of the internal ring gear can be selected such that, under operating conditions, the crank member rotates about its axis of rotation in similar direction of the crankshaft. This reduces the friction losses between the crank member and the crankpin.
  • the ratio between the diameter of the internal ring gear and the diameter of the gear is substantially 1.66 and the rotation frequency of the internal ring gear is selected at substantially 7/10 of that of the crankshaft. This appears to be a good compromise between diameters of the gear and internal ring gear and the driving speed thereof. A smaller gear diameter leads to a higher required rotation frequency of the internal ring gear, if the crank member must rotate at half speed of the crankshaft speed and in similar direction thereof.
  • the diameters of the gear and the internal ring gear and the rotation frequency of the internal ring gear can be selected such that, under operating conditions, the crank member rotates about its axis of rotation in opposite direction of the crankshaft.
  • the ratio between the diameter of the internal ring gear and the diameter of the gear is substantially 1.8 and the rotation frequency of the internal ring gear is selected at substantially 1/6 of that of the crankshaft.
  • the internal ring gear may be rotationally connected to the crankshaft.
  • the friction losses between the internal ring gear and the crankshaft are relatively small because of the small speed difference between the internal ring gear and the crankshaft.
  • the crankshaft may comprise at least two crankpins which are angularly spaced with respect to each other about the crankshaft axis, and at least two respective crank members, wherein a first one of the crank members is provided with the gear which meshes with the internal ring gear, and a second one of the crank members is rotatably connected with the first one via a transmission which is adapted such that the second one rotates at the same rotation frequency as the first one.
  • This embodiment is compact since the second one of the crank members is not provided with a combination of a gear and internal ring gear.
  • the transmission may comprise first transmission gears and second transmission gears, wherein each of the crank members is provided with at least one of the first transmission gears which is concentrically fixed to the crank member, wherein each first transmission gear meshes with one of the second transmission gears, wherein the second transmission gears are fixed to each other via a shaft which is rotatably connected to the crankshaft and rotatable about the crankshaft axis.
  • the invention also relates to a reciprocating piston mechanism comprising a crankcase, a crankshaft having at least a crankpin, said crankshaft being supported by the crankcase and rotatable with respect thereto about a crankshaft axis, at least a connecting rod including a big end and a small end, a piston being rotatably connected to the small end, a crank member being rotatably mounted on the crankpin, and comprising at least a bearing portion which is eccentrically disposed with respect to the crankpin, and having an outer circumferential wall which bears the big end of the connecting rod such that the connecting rod is rotatably mounted on the bearing portion of the crank member via the big end, a first transmission gear which is fixed to the crank member, and a second transmission gear which is disposed concentrically with respect to the crankshaft axis and which is rotatably mounted to the crankshaft, wherein the first transmission gear meshes with the second transmission gear for rotating the crank member with respect to the crankpin, wherein a driving means is
  • the driving means may be formed by the crankshaft which drives the second transmission gear via a transmission for efficient use of the available space within the crankcase.
  • Fig. 1 shows a two-cylinder internal combustion engine comprising an embodiment of a reciprocating piston mechanism 1 according to the invention.
  • the reciprocating piston mechanism 1 comprises a crankcase 2, which supports a crankshaft 3 by crankshaft bearings 4.
  • the crankshaft 3 in the embodiment has a crankpin 5 (invisible in Fig. 1 ) and is rotatable with respect to the crankcase 2 about a crankshaft axis 6.
  • the mechanism 1 comprises a crank member 7 which is rotatably mounted on the crankpin 5.
  • the crank member 7 is provided with two bearing portions 8 which are disposed eccentrically with respect to the crankpin 5.
  • Each of the bearing portions 8 has an outer circumferential wall which bears a big end 9 of a connecting rod 10.
  • the connecting rod 10 is rotatably mounted on the crank member 7 via the big end 9.
  • the connecting rod 10 also includes a small end 11 to which a piston 12 is rotatably connected.
  • the mechanism 1 is provided with a gear 13 which is fixed to the crank member 7 and meshes with an internal ring gear 14 which is disposed concentrically with respect to the crankshaft axis 6.
  • the gear 13 is located at an axial end of the crankpin 5. This location has an advantage since the radial displacement of the crankshaft 3 is less than at a location of the crank member 7 between the connecting rods 10, because this location is closer to a crankshaft bearing. This means that less vibrations are transmitted to the internal ring gear 14 during engine running.
  • the ratio between the gear diameter and the internal ring gear diameter is 2:3, which means that the crank member 7 rotates once upon two revolutions of the crankshaft 3 and in opposite direction with respect to the crankshaft 3. More details about the advantages and the opportunities provided by the mechanism 1 are described in the European patent EP 1 080 320 .
  • Fig. 2 shows the embodiment of the mechanism 1 when it is in partly disassembled condition.
  • the internal ring gear 14 is fixed to and carried by an internal ring gear carrier 15.
  • the internal ring gear 14 and the internal ring gear carrier 15 are integrated as a single part.
  • the internal ring gear carrier 15 is connected to the crankcase 2 at an axial distance of the internal ring gear 14. This has an advantage compared to a configuration in which the internal ring gear 14 is directly connected to the crankcase 2 in radial direction of the internal ring gear 14 since such a configuration would require accurate machining of the crankcase 2 at that location in order to position the internal ring gear 14 in the crankcase 2 concentrically with respect to the crankshaft axis 6.
  • the internal ring gear carrier 15 is connected to a side wall 2a of the crankcase 2. The side wall extends substantially perpendicularly to the crankshaft axis 6 in this case.
  • the internal ring gear carrier 15 is connected to a centring element or a supporting portion 16 which is fixed to the crankcase 2.
  • the centring element is made of one part, but this may be different in practice.
  • the supporting portion 16 is located between the crankshaft 3 and the internal ring gear 14 as seen in radial direction of the crankshaft axis 6, see Fig. 3 . More specifically, the supporting portion 16 is located close to the crankshaft bearing 4, which supports the crankshaft 3.
  • the internal ring gear carrier 15 is supported by the supporting portion 16 having a circular outer circumferential wall which contacts a circular inner wall of the internal ring gear carrier 15.
  • Fig. 1-4 further show an actuator 17 which is connected to the internal ring gear carrier 15 via a rod 18. Upon displacement of the actuator 17 the internal ring gear carrier 15 will be rotated within a certain angle about the crankshaft axis 6.
  • Fig. 5 shows an alternative embodiment of the internal ring gear carrier 15 having radial projections 19 facing the crankshaft axis 6 in assembled condition.
  • the crankcase 2 is provided with radial counter projections 20 facing away from the crankshaft axis 6 in assembled condition.
  • the angular position of the projections 19 and counter projections 20 determine the limits of the angle of rotation of the internal ring gear carrier 15 with respect to the crankcase 2.
  • This part of the mechanism 1 may function in the same way as hydraulic cam phasers, known in internal combustion engines.
  • crankshaft 3 comprises two crankpins 5 which are angularly spaced with respect to each other about the crankshaft axis 6. Furthermore, it comprises two crank members 7 (not shown), gears 13 (not shown) and internal ring gears 14, each fixed to and carried by internal ring gear carriers 15.
  • the internal ring gear carriers 15 are disposed between the crankpins 5 as seen along the crankshaft axis 6. Furthermore, the internal ring gear carriers 15 are fixed to each other.
  • Both internal ring gear carriers 15 are rotatably connected to the supporting portion 16 which is fixed to the crankcase 2 by bolts which, in practice, fix the cylinder head to the crankcase 2, as well. In assembled condition the bolts fit in the holes 21, see Fig. 6-8 .
  • the cylindrical through-hole in the supporting portion 16 functions as a crankshaft bearing 4.
  • the crankshaft 3 is composed of two separate parts, such as illustrated in Fig. 8 .
  • the internal ring gear carriers 15 can be disposed near end portions of the crank members 7 which face in opposite directions as seen along the crankshaft axis 6 (this embodiment is not shown).
  • Fig. 9 and 10 show perspective views from different sides of another alternative embodiment of a reciprocating piston mechanism 1 having one crank member 7 including two bearing portions 8, one gear 13 and one internal ring gear 14 and corresponding internal ring gear carrier 15.
  • the internal ring gear 14 is rotatable with respect to the crankshaft 3 and is connected to the crankshaft 3 via a transmission 22 so as to drive the internal ring gear 14 in similar rotational direction as the crankshaft 3.
  • the crankshaft 3 functions as a driving means for rotating the internal ring gear 14 in this case.
  • the transmission 22 comprises chain wheels 23 and chains 24, and an auxiliary shaft 25 in this embodiment, but alternative transmissions are conceivable. It is noted that the auxiliary shaft 25 can be applied for driving other parts of an internal combustion engine, such as the oil pump.
  • the ratio between the diameter of the internal ring gear 14 and the diameter of the gear 13 is 1.5.
  • the rotation frequency of the internal ring gear 14 may be selected at 2/3 of that of the crankshaft 3. This means that under operating conditions the rotation frequency of the crank member 7 about its axis of rotation is a half of the rotation frequency of the crankshaft 3 and in similar direction thereof.
  • a similar rotation frequency and rotational direction of the crank member can be achieved with a different combination of the ratio between diameters of the gear 13 and internal ring gear 14 and rotation frequency of the internal ring gear 14.
  • Fig. 11 and 12 show an embodiment of mechanism 1 which comprises four crankpins 5.
  • Each crankpin 5 supports a crank member 7 which in turn supports the big end 9 of a connecting rod 10.
  • the embodiment further comprises two pairs of drivable internal ring gear carriers 15.
  • the internal ring gear carriers 15 of each pair are fixed to each other.
  • a chain wheel 23 is fixed to the carriers 15 for driving the internal ring gear 14 via the chains 24, the auxiliary shaft 25 and other chain wheels 23.
  • the crankshaft 3 can be composed of three separate parts, wherein separations are located where the internal ring gear carriers 15 are supported by the supporting portion 16 of the crankcase 2 or by the crankshaft 3, see Fig. 13 . If the internal ring gear carriers 15 are supported by the crankshaft 3 there is more space for the chain wheel 23 and chain 24 between the pair of internal ring gear carriers 15 when maintaining the cylinder distance.
  • crankshaft 3 can be composed of two parts, whereas the separation is located between the crankpins 5 in axial direction of the crankshaft 3. This embodiment is not shown.
  • Fig. 14 shows a part of a mechanism including an alternative transmission 22.
  • the mechanism includes two adjacent crankpins 5 as seen along the crankshaft axis 6 which are angularly spaced with respect to each other about the crankshaft axis 6.
  • a first crank member 7' disposed at an end portion of the crankshaft 3 is provided with one bearing portion 8, one first transmission gear 26 and the gear 13 which meshes with the internal ring gear 14, which may be drivable.
  • a second crank member 7" which is adjacent to the first crank member 7' as seen along the crankshaft axis 6 is provided with one bearing portion 8 and two first transmission gears 26.
  • the transmission gears 26 are each concentrically fixed to the crank members 7', 7".
  • the 14 is also provided with second transmission gears 27.
  • the second transmission gears 27 are fixed to each other via a shaft which is rotatably connected to the crankshaft 3 and rotatable about the crankshaft axis 6.
  • first crank member 7' When the first crank member 7' is rotated upon rotation of the crankshaft 3 the rotation of the first crank member 7' will be transmitted to the second crank member 7" and to the other crank members of the mechanism 1 through the first and second transmission gears 26, 27.
  • only one gear 14 and internal ring gear 14 is required, which saves space.
  • the internal ring gear 14 may be disposed at a location nearby the flywheel of the engine.
  • Fig. 15 shows an enlarged perspective view of the first and second transmission gears 26, 27 mounted on the crankshaft 3.
  • Fig. 16 shows an embodiment of a two-cylinder engine including one crankpin 5, wherein the crank member 7 is provided with a first transmission gear 26 which meshes with a second transmission gear 27.
  • the crank member 7 is not driven by a rotatably driven internal ring gear, but via an alternative transmission 22.
  • a first chain wheel 28 is fixed to the crankshaft 3 and drivably connected to a second chain wheel 29, which is mounted to a first auxiliary shaft 30.
  • On the auxiliary shaft 30 a third chain wheel 31 is fixed.
  • the third chain wheel 31 is drivably connected to a fourth chain wheel 32 which is mounted to a second auxiliary shaft 33.
  • the second auxiliary shaft 33 is rotatably connected to the crankshaft 3 and is rotatable about the crankshaft axis 6.
  • the second transmission gear 27 is fixed to the second auxiliary shaft 33.
  • the crankshaft 3 drives the crank member 7 via the transmission 22.
  • the transmission 22 and the diameter of the first transmission gear 26 are adapted such that the crank member 7 rotates at a rotational speed which is a half of the rotational speed of the crankshaft 3 and in similar direction thereof.
  • the transmission 22 is designed such that the second auxiliary shaft 33 rotates at a rotational speed which is 1.7 times the crankshaft speed and the diameter of the first transmission gear 26 is 1.5 times that of the second transmission gear 27.
  • the fourth chain wheel 32 includes an adjusting member, for example a cam phaser-like mechanism to enable the crank member to be rotatable with respect to the first auxiliary shaft 30 such that its rotational position may be varied with respect to a certain rotational position of the crankshaft 3.
  • an adjusting member for example a cam phaser-like mechanism to enable the crank member to be rotatable with respect to the first auxiliary shaft 30 such that its rotational position may be varied with respect to a certain rotational position of the crankshaft 3.
  • Fig. 16 may be different in order to achieve the same conditions for the crank member 7, for example by planetary gearing.
  • first auxiliary shaft 30 may be used for driving other auxiliary parts of the engine.
  • the embodiment of Fig. 16 is typically suitable for long-stroke engines, since the mechanism is not limited by a maximum allowable diameter of an internal ring gear.
  • the invention provides a reciprocating piston mechanism with a high mechanical efficiency.
  • the reciprocating piston mechanism may be used for other piston engines such as a piston compressor.
  • the features of the different embodiments may be combined.

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  • 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)
EP07114078A 2007-08-09 2007-08-09 Mécanisme réciproque de piston Withdrawn EP2025893A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP07114078A EP2025893A1 (fr) 2007-08-09 2007-08-09 Mécanisme réciproque de piston
PCT/EP2007/061224 WO2009018863A1 (fr) 2007-08-09 2007-10-19 Mécanisme de piston alternatif

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP07114078A EP2025893A1 (fr) 2007-08-09 2007-08-09 Mécanisme réciproque de piston

Publications (1)

Publication Number Publication Date
EP2025893A1 true EP2025893A1 (fr) 2009-02-18

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP07114078A Withdrawn EP2025893A1 (fr) 2007-08-09 2007-08-09 Mécanisme réciproque de piston

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EP (1) EP2025893A1 (fr)
WO (1) WO2009018863A1 (fr)

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2012143078A1 (fr) * 2011-04-19 2012-10-26 Bayerische Motoren Werke Aktiengesellschaft Dispositif servant à faire varier un taux de compression d'un moteur à combustion interne à piston alternatif
US20140360292A1 (en) 2012-01-24 2014-12-11 Joannes Jacobus Josephus SLEPER Reciprocating piston mechanism
EP2902603A1 (fr) * 2014-01-31 2015-08-05 Gomecsys B.V. Moteur à combustion interne comprenant un rapport de compression variable
EP2930329A1 (fr) * 2014-04-08 2015-10-14 Gomecsys B.V. Moteur à combustion interne comprenant un rapport de compression variable
EP3103986A1 (fr) * 2015-06-08 2016-12-14 Gomecsys B.V. Moteur à combustion interne à quatre temps présentant un rapport de compression variable et véhicule
EP3267011A1 (fr) * 2016-07-04 2018-01-10 Bayerische Motoren Werke Aktiengesellschaft Dispositif de modification d'un rapport de compression d'un moteur à combustion interne à pistons alternatifs
US10233966B2 (en) 2013-11-13 2019-03-19 Gomecsys B.V. Method of assembling and an assembly of a crankshaft and a crank member
EP3486453A1 (fr) * 2017-11-21 2019-05-22 Mark Albert Sokalski Moteur à combustion interne muni d'un mécanisme à taux de compression variable infiniment
US10557409B2 (en) 2015-10-22 2020-02-11 Gomecsys B.V. Heat engine comprising a system for varying the compression ratio

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2905448A1 (fr) 2014-02-11 2015-08-12 Gomecsys B.V. Moteur à combustion interne comprenant un rapport de compression variable et procédé de fonctionnement du moteur

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US1553009A (en) * 1923-07-23 1925-09-08 Stuke Ernest Engine
GB1245329A (en) * 1969-10-04 1971-09-08 Filippo Bonetto Crank gear
EP0184042A2 (fr) * 1984-11-23 1986-06-11 Politechnika Warszawska Mécanisme vilebrequin-manivelle d'un moteur à combustion interne à course variable
US5158047A (en) * 1990-05-14 1992-10-27 Schaal Jack E Delayed drop power stroke internal combustion engine
WO1996027079A1 (fr) * 1995-02-28 1996-09-06 Tk Design Ag Moteur a combustion interne de type moteur a pistons alternatifs a rapport volumetrique variable
WO1999063247A1 (fr) * 1998-05-19 1999-12-09 Gomecsys B.V. Mecanisme de bielle relie a une manivelle
US20020007813A1 (en) * 1998-10-29 2002-01-24 Yoshiharu Shigemori Four-cycle internal combustion engine
US6450136B1 (en) * 2001-05-14 2002-09-17 General Motors Corporation Variable compression ratio control system for an internal combustion engine

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US3686972A (en) * 1970-05-28 1972-08-29 Edward M Mcwhorter Internal combustion engine variable throw crankshaft
US4966043A (en) * 1987-04-13 1990-10-30 Heinz Frey Crank drive
US7185557B2 (en) * 2004-06-29 2007-03-06 Thomas Mark Venettozzi Epitrochoidal crankshaft mechanism and method

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE379257C (de) * 1922-01-17 1923-08-18 Hans Rohrbach Verbrennungskraftmaschine mit veraenderlichem Kolbenhub
US1553009A (en) * 1923-07-23 1925-09-08 Stuke Ernest Engine
GB1245329A (en) * 1969-10-04 1971-09-08 Filippo Bonetto Crank gear
EP0184042A2 (fr) * 1984-11-23 1986-06-11 Politechnika Warszawska Mécanisme vilebrequin-manivelle d'un moteur à combustion interne à course variable
US5158047A (en) * 1990-05-14 1992-10-27 Schaal Jack E Delayed drop power stroke internal combustion engine
WO1996027079A1 (fr) * 1995-02-28 1996-09-06 Tk Design Ag Moteur a combustion interne de type moteur a pistons alternatifs a rapport volumetrique variable
WO1999063247A1 (fr) * 1998-05-19 1999-12-09 Gomecsys B.V. Mecanisme de bielle relie a une manivelle
US20020007813A1 (en) * 1998-10-29 2002-01-24 Yoshiharu Shigemori Four-cycle internal combustion engine
US6450136B1 (en) * 2001-05-14 2002-09-17 General Motors Corporation Variable compression ratio control system for an internal combustion engine

Cited By (19)

* Cited by examiner, † Cited by third party
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US9249724B2 (en) 2011-04-19 2016-02-02 Bayerische Motoren Werke Aktiengesellschaft Device for changing a compression ratio of a reciprocating piston internal combustion engine
WO2012143078A1 (fr) * 2011-04-19 2012-10-26 Bayerische Motoren Werke Aktiengesellschaft Dispositif servant à faire varier un taux de compression d'un moteur à combustion interne à piston alternatif
CN104204455B (zh) * 2012-01-24 2018-03-27 戈梅克赛斯股份有限公司 一种往复活塞机构
US20140360292A1 (en) 2012-01-24 2014-12-11 Joannes Jacobus Josephus SLEPER Reciprocating piston mechanism
US10234006B2 (en) 2012-01-24 2019-03-19 Gomecsys B.V. Reciprocating piston mechanism
US10233966B2 (en) 2013-11-13 2019-03-19 Gomecsys B.V. Method of assembling and an assembly of a crankshaft and a crank member
EP2902603A1 (fr) * 2014-01-31 2015-08-05 Gomecsys B.V. Moteur à combustion interne comprenant un rapport de compression variable
WO2015114001A1 (fr) * 2014-01-31 2015-08-06 Gomecsys B.V. Moteur à combustion interne doté d'un taux de compression variable
US10145299B2 (en) 2014-04-08 2018-12-04 Gomecsys B.V. Internal combustion engine including variable compression ratio
CN106460657A (zh) * 2014-04-08 2017-02-22 戈梅克赛斯股份有限公司 具有可变压缩比的内燃机
WO2015155233A1 (fr) * 2014-04-08 2015-10-15 Gomecsys B.V. Moteur à combustion interne à taux de compression variable
EP2930329A1 (fr) * 2014-04-08 2015-10-14 Gomecsys B.V. Moteur à combustion interne comprenant un rapport de compression variable
CN106460657B (zh) * 2014-04-08 2019-06-11 戈梅克赛斯股份有限公司 具有可变压缩比的内燃机
WO2016198349A1 (fr) * 2015-06-08 2016-12-15 Gomecsys B.V. Moteur à combustion interne à quatre temps comportant un taux de compression variable et véhicule
EP3103986A1 (fr) * 2015-06-08 2016-12-14 Gomecsys B.V. Moteur à combustion interne à quatre temps présentant un rapport de compression variable et véhicule
US10605178B2 (en) 2015-06-08 2020-03-31 Gomecsys B.V. Four-stroke internal combustion engine including variable compression ratio and a vehicle
US10557409B2 (en) 2015-10-22 2020-02-11 Gomecsys B.V. Heat engine comprising a system for varying the compression ratio
EP3267011A1 (fr) * 2016-07-04 2018-01-10 Bayerische Motoren Werke Aktiengesellschaft Dispositif de modification d'un rapport de compression d'un moteur à combustion interne à pistons alternatifs
EP3486453A1 (fr) * 2017-11-21 2019-05-22 Mark Albert Sokalski Moteur à combustion interne muni d'un mécanisme à taux de compression variable infiniment

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