EP2756178A1 - Chaîne cinématique et procédé pour faire fonctionner une chaîne cinématique - Google Patents

Chaîne cinématique et procédé pour faire fonctionner une chaîne cinématique

Info

Publication number
EP2756178A1
EP2756178A1 EP12777848.8A EP12777848A EP2756178A1 EP 2756178 A1 EP2756178 A1 EP 2756178A1 EP 12777848 A EP12777848 A EP 12777848A EP 2756178 A1 EP2756178 A1 EP 2756178A1
Authority
EP
European Patent Office
Prior art keywords
cylinder
combustion
damping
torque
drive train
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Withdrawn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
EP12777848.8A
Other languages
German (de)
English (en)
Inventor
Hartmut Mende
Uli Junker
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.)
Schaeffler Technologies AG and Co KG
Original Assignee
Schaeffler Technologies AG and Co KG
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 Schaeffler Technologies AG and Co KG filed Critical Schaeffler Technologies AG and Co KG
Publication of EP2756178A1 publication Critical patent/EP2756178A1/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Withdrawn legal-status Critical Current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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/28—Control for reducing torsional vibrations, e.g. at acceleration

Definitions

  • the invention relates to a drive train for a motor vehicle and to a method for operating a drive train with the aid of which a torque generated in an internal combustion engine can be transmitted to a motor vehicle transmission.
  • a powertrain for a motor vehicle includes an internal combustion engine having a plurality of combustion cylinders that drive a crankshaft.
  • the crankshaft may transmit torque generated by the combustion cylinders to a motor vehicle transmission through combustion of a fuel mixture. Due to the engine combustion in the respective combustion cylinders torque peaks and torque valleys can occur in the torque generated, leading to rotational irregularities in the crankshaft.
  • torque peaks and torque valleys can occur in the torque generated, leading to rotational irregularities in the crankshaft.
  • it is known to increase the number of combustion cylinders which, however, increases the size of the internal combustion engine or to provide torsional vibration dampers whose damping capacity is limited by design.
  • the object is achieved by a drive train with the
  • a drive train for a motor vehicle is provided with an internal combustion engine having at least one combustion engine for generating a drive torque, wherein the drive torque by a combustion in the at least one combustion cylinder caused rotational irregularities, one of the at least one combustion cylinder drivable crankshaft for transmitting the drive torque and with the crankshaft coupled to an energy storage system cooperating unburned damping cylinder to compensate for the rotational
  • the movable parts of the damping cylinder can be dragged by the combustion cylinder directly or indirectly via the crankshaft, so that it is possible to dampen by the engine combustion in the respective combustion cylinder caused torque fluctuations of the crankshaft via the damping cylinder by means of the energy storage system.
  • the mechanical energy additionally generated at torque peaks of the rotational irregularity caused by the engine combustion compared to an averaged mean value can be stored in whole or in part with the aid of the energy storage system, for example by compression of a mechanical spring or gas spring, and be delivered wholly or partly at one time, when, in a torque valley of rotational nonuniformity, the torque applied to the crankshaft falls below the averaged average.
  • a torque valley of the current torque corresponds to a speed peak of the current speed
  • a torque peak of the current torque corresponds to a speed time of the current speed.
  • the damping cylinder can be comparable, in particular identical, constructed to the combustion cylinder, so that it is possible with the aid of a suitable control to provide the function of the damping cylinder through the combustion cylinder and / or to provide the function of the combustion cylinder through the damping cylinder.
  • the damping cylinder is unfired, that is, a combustion of a fuel mixture does not take place in the damping cylinder.
  • the damping cylinder like a fired combustion cylinder in which combustion of a fuel mixture takes place, may compress and relax a fluid to store and release energy.
  • the damping cylinder can perform charge exchange work, for example in order to fill a gas accumulator acting as a gas spring and, in the case of an emptying operation, ren of the gas storage to deliver the stored energy to the crankshaft.
  • gas pressure forces inside or outside of the damping cylinder can be used.
  • the damping cylinder may in particular be dimensioned such that a sufficient damping is achievable even with highly supercharged internal combustion engines.
  • the valves for the combustion cylinder and / or for the damping cylinder can be operated independently of one another in order to achieve a compensation of the rotational irregularities.
  • the damping cylinder for existing powertrain concepts can be used to allow for the engine, a Zylinderdownsizing example of four combustion cylinders on three or two combustion cylinder and / or a temporary cylinder shutdown without having to accept unnecessary loss of comfort.
  • the damping cylinder can be integrated in particular in existing engine housing of internal combustion engines without having to claim additional space.
  • the combustion cylinder is operable after the four-stroke process and the damping cylinder according to the two-stroke process.
  • the damping cylinder may indicate energy stored in the compression stroke of the first combustion cylinder and store energy in the combustion stroke of the first combustion cylinder, while the second combustion cylinder undergoes the exhaust stroke and the intake stroke.
  • the damping cylinder can indicate stored energy in the compression stroke of the second combustion cylinder and store energy in the combustion stroke of the second combustion cylinder while the first combustion cylinder undergoes the exhaust stroke and the intake stroke.
  • the internal combustion engine can be operated as a two-cylinder four-stroke engine, wherein a large part of the rotational irregularities occurring can be damped by the correspondingly dimensioned damping cylinder cooperating with the energy storage system.
  • the damping cylinder can generate torsional vibrations at substantially twice the frequency as the torsional vibrations generated by the respective combustion cylinder, so that the torsional vibrations of two combustion cylinders operated with a phase shift of substantially 360 ° can be damped by the damping cylinder.
  • the damping cylinder is a disconnected combustion cylinder of a combustion engine having a plurality of combustion cylinders.
  • the internal combustion engine can thereby be operated closer to the optimum operating point, without the shutdown of the internal combustion engines, by no more fuel mixture is burned in the deactivated combustion cylinder, leading to significant comfort losses.
  • the damping cylinder may comprise a guided in a housing piston, which can compress a arranged in a formed between the piston and housing combustion chamber fuel mixture or other fluid, such as air, comparable to a configured as a gas spring energy storage system to store mechanical energy.
  • the damping cylinder is connected to the same crankshaft, with which the combustion cylinder is connected, or the damping cylinder is coupled via a coupling unit, in particular a coupling gear preferably with a 1: 1 ratio, with the crankshaft, with which the combustion cylinder is connected.
  • a coupling unit in particular a coupling gear preferably with a 1: 1 ratio
  • the frequency with which the damping cylinder can absorb and release energy via the energy storage system can be mechanically coupled to the frequency with which the respective combustion cylinder generates rotational nonuniformities. An unintentional phase shift of the rotational irregularities between the damping cylinder and the combustion cylinder can be avoided.
  • a translation other than a 1: 1 ratio can be adjusted via the coupling gear in order to be able to dampen with the aid of the damping cylinder and rotational irregularities of a higher engine order and / or higher number of mutually out of phase operated combustion cylinders.
  • the energy storage system has a spring storage, in particular a mechanical spring or a gas spring, for the storage and / or delivery of mechanical energy.
  • the spring accumulator can have a higher efficiency compared to other storage systems, so that power losses can be kept small by the entrainment of the movable components of the damping cylinder and the operation of the energy storage system.
  • a spring preload of the spring accumulator is adjustable, wherein in particular the spring preload is adjustable by a spring control unit for adjusting the spring preload to different load conditions of the internal combustion engine.
  • Spring preload allows the spring accumulator to respond to a changing amplitude of the torque peak. zen and / or torque valleys react, so that too low and / or too high compensation of the rotational irregularities generated by the combustion cylinder can be avoided or at least reduced.
  • a phase shift between the torsional vibrations of the damping cylinder and the torsional vibrations of the combustion cylinder can be achieved by a particular oscillating change of the spring bias with substantially the frequency of rotational irregularities, for example, to compensate for load-dependent phase shifts.
  • the spring control unit can be connected to a motor controller in order to be able to take into account information about a changing load state of the internal combustion engine and / or an intended shutdown of a fired combustion cylinder and / or intended connection of an unfired combustion cylinder at an early stage.
  • the spring accumulator is coupled at one end with a piston of the damping cylinder and at an opposite in particular in the radial direction of the cooperating with the damping cylinder crankshaft end with an abutment, wherein the abutment for adjusting the spring preload in particular in the radial direction of the cooperating with the damping cylinder crankshaft can be moved.
  • the anvil may be connected to a displaceable part of a cylinder head of the damping cylinder and / or the internal combustion engine.
  • the energy storage system is at least partially formed by a fluid line connected to the internal combustion engine for supplying and / or removing fluid for the internal combustion engine.
  • a fluid, in particular air or exhaust gas, enclosed in an intake line leading to the internal combustion engine and / or in an exhaust gas line leading away from the internal combustion engine can be used as an energy storage system, comparable to a gas spring.
  • the valves for the combustion cylinder and / or for the damping cylinder can be operated independently of one another in order to achieve a compensation of the rotational irregularities. As a result, it is not necessary to provide additional space for the energy storage system.
  • a non-active damper in particular flywheel and / or dual mass flywheel, coupled, in particular between the engine and a motor vehicle transmission for vibration damping of the crankshaft exclusively the at least one non-active damper is provided.
  • the damping cylinder By the damping cylinder, the rotational irregularities generated by the engine combustion can be so far attenuated that a non-active torsional vibration damper sufficient to sufficiently equalize the torque output from the crankshaft.
  • An active control device in order to control an active damper for damping the vibration of the crankshaft as a function of currently occurring rotational irregularities is not necessary, so that the corresponding installation space can be saved.
  • the combustion cylinder and / or the damping cylinder is designed as a reciprocating engine.
  • the combustion cylinder and / or the damping cylinder can be mechanically coupled directly to the crankshaft with a defined phase relationship.
  • the invention further relates to a method for operating a drive train, which may be in particular as described above and further developed, for a motor vehicle in which a drive torque is generated with rotational irregularities by means of a fired combustion cylinder of an internal combustion engine and with the aid of an energy storage system with a cooperating Unfired damping cylinder a damping torque for damping the rotational irregularities is generated.
  • a drive torque is generated with rotational irregularities by means of a fired combustion cylinder of an internal combustion engine and with the aid of an energy storage system with a cooperating Unfired damping cylinder a damping torque for damping the rotational irregularities is generated.
  • This allows for a compact design, an attenuation of rotational irregularities in a torque generated by an internal combustion engine.
  • the method can in particular be explained and further developed as explained above with reference to the drive train.
  • a plurality of combustion cylinders are fired, wherein in a cylinder deactivation operation at least one combustion cylinder is operated unfired and used as a damping cylinder.
  • a cylinder deactivation operation it is not necessary to provide a separate damping cylinder, but in the case of at least one deactivated combustion cylinder to let the deactivated combustion cylinder perform the function of the damping cylinder.
  • the cylinder deactivation operation is carried out in particular at partial load of the internal combustion engine, so that the remaining fired combustion cylinders can be operated closer to the optimum operating point.
  • the damping torque has torsional vibrations at a frequency which is substantially twice as high as the torsional vibrations of the drive torque.
  • the damping cylinder can generate torsional vibrations at substantially twice the frequency as the torsional vibrations generated by the respective combustion cylinder, so that the torsional vibrations of two combustion cylinders operated with a phase shift of substantially 360 ° can be damped by the damping cylinder.
  • the rotational irregularities of the drive torque of more than one combustion cylinder can be damped by the damping torque of a single damping cylinder.
  • Energy storage system provided spring preload adapted to a load condition of the internal combustion engine. Via the spring preload it is possible to react to a changing amplitude of the torque peaks and / or torque valleys of the drive torque, so that too low and / or too high a compensation of the torsional vibrations of the drive torque can be avoided or at least reduced by the damping moment. Furthermore, a phase shift between the drive torque and the damping torque can be achieved by a particular oscillating change in the spring bias with substantially the frequency of the rotational irregularities of the drive torque, for example, to compensate for load-dependent phase shifts.
  • FIG. 1 shows a schematic diagram of a drive train with a two-cylinder internal combustion engine
  • Fig. 2 is a schematic diagram of a drive train with a four-cylinder internal combustion engine in a normal operation
  • FIG. 3 shows a schematic diagram of the drive train of FIG. 2 in a
  • the drive train 10 shown in FIG. 1 has an internal combustion engine 12, which in the illustrated embodiment has two combustion cylinders 14 fired.
  • the combustion cylinders 14 generate a drive torque by combustion of a fuel mixture, which is delivered to a crankshaft 16 mechanically coupled to the combustion cylinder 14.
  • the respective fired combustion cylinder 14 first passes through an intake stroke An, in which air or a fuel / air mixture is sucked in, a compression stroke V, in which the fuel / air mixture is compressed, a combustion stroke Z, in which ignited fuel / air mixture is burned and work is discharged to the crankshaft, and an exhaust stroke Off, in which the combustion products of the combusted fuel / air mixture are discharged as exhaust gas from the combustion cylinder 14.
  • the damping cylinder 20 is connected to the crankshaft 16 and to an energy storage system 22 in the form of a spring, such as a mechanical spring or gas spring, to store and dispense mechanical energy from the crankshaft 16 in the energy storage system 22.
  • the energy storage system 22 is supported in the radial direction opposite to the crankshaft 16 on an abutment 24, which can be moved to change the spring bias of the energy storage system 22 in the radial direction.
  • the energy storage system 22 is connected to the crankshaft 16 via the damping cylinder 20 in such a way that energy is absorbed in the combustion cycles Z of the combustion cylinder 14 and energy is released in the compression cycles V of the combustion cylinders 14.
  • the combustion cylinders 14 are phase-shifted relative to one another by 360 ° relative to the angle of rotation of the crankshaft 16, so that only one combustion cylinder 14 is always in the compression stroke V or in the combustion stroke Z for each cycle.
  • the counterbearing 24 is displaced so far toward the crankshaft 16 that the energy store 22 can absorb energy from the crankshaft 16 and deliver it to the crankshaft 16.
  • one of the deactivated combustion cylinders 26 is used as the damping cylinder 20, while the other deactivated combustion cylinder 26 assumes no further function.
  • This cylinder deactivation operation shown in FIG. 3 essentially corresponds to the mode of operation of the drive train shown in FIG. If necessary, in addition, the disconnected combustion cylinder 26 may also cooperate with an energy storage system 22 so that the damper torque may be provided by more than one damper cylinder 20.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Vibration Prevention Devices (AREA)

Abstract

L'invention concerne une chaîne cinématique pour un véhicule à moteur, comportant un moteur à combustion interne présentant au moins un cylindre de combustion pour produire un moment d'entraînement, le moment d'entraînement présentant des irrégularités de rotation dues à une combustion dans le au moins un cylindre de combustion; un vilebrequin pouvant être entraîné par le au moins un cylindre de combustion pour transmettre le moment d'entraînement; et un cylindre d'amortissement non mis à feu accouplé au vilebrequin, interagissant avec un système d'accumulation d'énergie pour compenser les irrégularités de rotation. En cas de pointes du moment d'entraînement dues aux irrégularités de rotation, de l'énergie mécanique peut être accumulée dans le système d'accumulation d'énergie au moyen du cylindre d'amortissement, et en cas de creux du moment d'entraînement dues aux irrégularités de rotation, de l'énergie mécanique peut être fournie par le système d'accumulation d'énergie au moyen du cylindre d'amortissement. Ceci permet d'amortir des irrégularités de rotation d'un moment de rotation produit par un moteur à combustion interne, avec une conception compacte.
EP12777848.8A 2011-09-15 2012-08-21 Chaîne cinématique et procédé pour faire fonctionner une chaîne cinématique Withdrawn EP2756178A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102011082724 2011-09-15
PCT/DE2012/000842 WO2013037343A1 (fr) 2011-09-15 2012-08-21 Chaîne cinématique et procédé pour faire fonctionner une chaîne cinématique

Publications (1)

Publication Number Publication Date
EP2756178A1 true EP2756178A1 (fr) 2014-07-23

Family

ID=47073244

Family Applications (1)

Application Number Title Priority Date Filing Date
EP12777848.8A Withdrawn EP2756178A1 (fr) 2011-09-15 2012-08-21 Chaîne cinématique et procédé pour faire fonctionner une chaîne cinématique

Country Status (3)

Country Link
EP (1) EP2756178A1 (fr)
DE (2) DE112012003851A5 (fr)
WO (1) WO2013037343A1 (fr)

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2802264B1 (fr) * 1999-12-10 2002-07-26 Renault Dispositif d'equilibrage d'un moteur thermique
US20090007877A1 (en) * 2007-07-05 2009-01-08 Raiford Gregory L Systems and Methods to Control Torsional Vibration in an Internal Combustion Engine with Cylinder Deactivation

Non-Patent Citations (2)

* Cited by examiner, † Cited by third party
Title
None *
See also references of WO2013037343A1 *

Also Published As

Publication number Publication date
WO2013037343A1 (fr) 2013-03-21
DE102012214819A1 (de) 2013-03-21
DE112012003851A5 (de) 2014-06-26

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