EP2792846A1 - Moteur à combustion interne à double vilebrequin - Google Patents

Moteur à combustion interne à double vilebrequin Download PDF

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Publication number
EP2792846A1
EP2792846A1 EP13002068.8A EP13002068A EP2792846A1 EP 2792846 A1 EP2792846 A1 EP 2792846A1 EP 13002068 A EP13002068 A EP 13002068A EP 2792846 A1 EP2792846 A1 EP 2792846A1
Authority
EP
European Patent Office
Prior art keywords
crankshaft
crankshafts
engine
bearing
synchronization gear
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Withdrawn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
EP13002068.8A
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German (de)
English (en)
Inventor
Andreas Roth
Robertino Wild
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.)
Capricorn Automotive GmbH
Original Assignee
Capricorn Automotive GmbH
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 Capricorn Automotive GmbH filed Critical Capricorn Automotive GmbH
Priority to EP13002068.8A priority Critical patent/EP2792846A1/fr
Publication of EP2792846A1 publication Critical patent/EP2792846A1/fr
Withdrawn legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B9/00—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups
    • F01B9/02—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups with crankshaft
    • 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
    • F02B75/047—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of variable crankshaft position
    • 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
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/32—Engines characterised by connections between pistons and main shafts and not specific to preceding main groups

Definitions

  • the invention relates to a double crankshaft internal combustion engine.
  • Such devices are mainly used as compact energy sources, eg. As an outboard motor, as a drive for motorcycles or as an APU ("auxiliary power unit") in aviation. Due to the achievable smoothness they are also particularly suitable as "range extender” for vehicles with hybrid drive or for small combined heat and power plants.
  • a double crankshaft motor which should allow a high specific power in a compact size and high smoothness, is for example in the document DE 103 48 345 B4 disclosed.
  • a disadvantage of all these motors is that the compression ratio during operation can not be changed.
  • the motors must therefore be designed for full-load operation, while in part-load operation, a higher compression would be readily acceptable, which in turn would achieve higher efficiency and lower consumption.
  • Variable compression internal combustion engines are also known in the art. Such is in the document US 5,329,893 discloses an engine design in which the cylinder head and block are connected via a hinge to the crankcase, so that a small relative movement (eg 4 °) is made possible, which is controlled by a hydraulic actuator. Also in the publication US 2005/0028760 A1 a small relative movement between the cylinder block and crankcase is provided, controlled in this case by two rotating camshafts.
  • the pamphlets WO 01/23722 A1 disclose engine designs in which the crankshaft bearings are designed to be height adjustable (for example, by eccentric), whereby the distance between the piston and cylinder head can be changed.
  • EP 1 247 958 A1 such as WO 20081099018 A1 disclose engine designs in which, however, the storage of the connecting rods to the crank pin of the crankshaft is designed to be variable, for example, by eccentric sleeves, which are mounted controllably between crank pin and connecting rod eye.
  • the object of the invention is to avoid the disadvantages of the prior art and in particular to enable variable compression in double crankshaft engines in everyday use.
  • the motor can thus be designed so that no phase shift is set in the part-load range, where lower temperatures and pressures prevail.
  • the piston is maximally raised in the partial load range and there is a maximum compression of the combustion mixture in the engine.
  • the engine can be driven both in the part-load range and in the full load range at the limits of its capacity. It can thus be achieved over the entire load range of the engine, a higher compression compared to conventional engines.
  • the utilization of the chemical energy of the fuel is better with higher compression.
  • a higher utilization of the energy of the fuel and thus a lower fuel consumption can be achieved.
  • Such an engine is suitable for mass production without any restrictions, since neither extreme complexity nor particularly tight manufacturing tolerances are required, which cause problems in other engine designs with variable compression and can cause, for example, high manufacturing costs.
  • One of the two crankshafts carries a synchronization gear, which can rotate about the axis of the crankshaft. Furthermore, this crankshaft has a connecting element, which is displaceable along the axis of the crankshaft. Corresponding means for displacing the connecting element along the axis of the crankshaft are provided, which can press the connecting element against the synchronization gear.
  • the connecting element has a ramp.
  • the synchronization gear also has a ramp. The ramp of the connecting element and the ramp of the synchronization gear are arranged such that they engage positively with one another.
  • the angular position of the synchronization gear on the crankshaft can be varied.
  • each crankshaft has a synchronizing gear, wherein the two synchronization gears are engaged with each other to synchronize the two crankshafts.
  • One of the two crankshafts in turn carries a synchronization gear which can rotate about the axis of the crankshaft. The angular position of this synchronization gear relative to this crankshaft can be varied hydraulically.
  • area information always includes all - not mentioned - intermediate values and all imaginable subintervals.
  • Fig. 1 shows a schematic cross section through a double crankshaft motor, as shown in EP 2 426 336 A2 is described.
  • the two crankshafts 3 and 4 are synchronized with each other by means of the synchronization gears 1 and 2 and stored in the schematically indicated bearings 3a, 4a.
  • the schematically indicated crank arm 15 terminates in a crank pin 14 and rotates synchronously with the synchronization gear 2.
  • a corresponding crank pin 13 is formed on the synchronization gear 1.
  • 14 engage connecting rods 5, 6.
  • the two connecting rods 5, 6 end in pivot bearings 11 and 12, which are provided in the compensating element 7.
  • the compensation element 7 resembles possibly existing game and slight desynchronization of the two crankshafts, as in EP 2 426 336 A2 described, out.
  • the compensation element 7 is provided on the piston 8. This limits the combustion chamber 9 in the cylinder 10th
  • a schematic cross-section is shown by a double crankshaft motor according to the invention, which in addition to the in EP 2 426 336 A2 Characteristics described also has means for phase shifting the two crankshafts 3 and 4 against each other. These means have set a phase shift in the figure by the angle ⁇ 2 . As a result, the left connecting rod 5 is lowered slightly. The compensating element 7 thereby tilts by the angle ⁇ 1 , thereby preventing the piston 8 from tilting. In addition, thereby the piston 8 is lowered relative to the situation with non-phase-shifted crankshafts. The compensation element 7 effectively averages the position of the both connecting rods 5 and 6, so that the effective top dead center is lowered.
  • the combustion chamber 9 above the piston 8 is recognizable larger, the compression is reduced compared to the state with non-phase-shifted crankshafts.
  • the means for phase shifting the two crankshafts are adjusted so that the angle ⁇ 2 is maximum at full load.
  • Fig. 3 shows a diagram in which the kinematics of the double crankshaft drive is shown with and without phase shift and compared to a conventional engine with a crankshaft. All curves describe the distance of the small connecting rod eyes (upper bearing of the connecting rod) from the respectively associated crankshaft axis.
  • the two dashed curves describe the two connecting rods of a double crankshaft engine, wherein the two crankshafts are phase-shifted by 20 ° from each other.
  • the solid line describes the resulting (averaged) curve, measured in the center axis of the compensating element. It can be seen clearly that due to the phase shift, the effective stroke decreases.
  • the dot-dashed curve describes the situation with a conventional engine with only one crankshaft. It can be seen clearly that the kinematics is a different, in particular, that in the double crankshaft motor, the up and down movements of the piston are different.
  • Fig. 4 shows by way of example the additional piston stroke of a double crankshaft motor according to the invention as a function of the phase shift of the crankshafts against each other. It should be noted that the piston stroke is reduced by the phase shift. At maximum phase shift (in this example, this is 35 °), the piston stroke is minimal overall. The additional piston stroke is thus defined as zero in this case. Without phase shift (0 °), on the other hand, the piston stroke is maximum, which in this example means an additional 2.5 mm.
  • Fig. 5 is exemplified the achieved compression ratio in a double crankshaft motor according to the invention as a function of the phase shift of the crankshafts against each other.
  • the compression ratio varies between 25: 1 (phase shift 0 °) and 16: 1 (phase shift 35 °).
  • the z under full load conditions. B. is limited to a compression of 16: 1, 9 points are obtained in the compression in the partial load range. This corresponds to a fuel saving of about 18%.
  • Fig. 6 shows by way of example the thermal efficiency of a double crankshaft motor according to the invention in dependence on the phase shift of the crankshafts against each other. It can be clearly seen that the phase shift reduces the efficiency by lowering the compression ratio. This is acceptable in practical applications, since the maximum phase shift is conveniently done at full load conditions, the minimum phase shift, while allowing the best efficiency, is reserved for the part load operation, which is much more common and for longer periods in typical vehicle applications. For these situations, the efficiency is increased, in the present example by up to 20% (from 0.4 to 0.5).
  • each crankshaft carries a synchronizing gear, the two synchronizing gears being engaged with each other to synchronize the two crankshafts.
  • One of the two crankshafts 50 carries a synchronization gear 60, which is not fixed to the crankshaft 50 but can rotate about it. It can not be moved along the crankshaft 50.
  • This synchronizing gear 60 is engaged with the synchronizing gear of the other crankshaft (not shown).
  • At least one connecting element 70 is mounted on the crankshaft 50 such that it rotates with the crankshaft 50, but is displaceable in the longitudinal direction.
  • Corresponding means 80 for displacing the connecting element 70 along the axis of the crankshaft 50 are provided, which can press the connecting element 70 against the synchronization gear 60 and thus firmly couple it to the rotation of the crankshaft 50.
  • These means 80 may, for. B. be a hydraulic or electrical adjuster.
  • Fig. 5 the hydraulic variant is shown schematically.
  • the central oil hole 82 in the crankshaft 50 oil is promoted with a speed-dependent delivery pressure. If the speed increases, the pressure generated in the central oil bore 82 of the crankshaft and thus also in the hydraulic chamber 84 (in FIG Figure 5 only shown in section), which is connected via a feed line 86 with the central oil hole 82. Due to the pressure increase in the hydraulic chamber 84, the connecting element 70 is displaced in the direction of the synchronization gear 60 and this adjusted.
  • the connecting element 70 has a ramp 90 at its end facing the synchronization gear 60.
  • the synchronization gear 60 has a complementarily configured ramp 95.
  • the two ramps 90, 95 are arranged such that they can engage positively with one another.
  • the synchronization gear 60 is thus fixed in a more or less twisted position on the crankshaft 50, whereby compared to the other crankshaft, the synchronization gear is connected in a conventional manner with her, a phase shift is achieved ,
  • a further embodiment of the means for phase shifting the crankshafts relative to one another is a vane-type adjuster, as in Fig. 8 shown in a section transverse to the crankshaft 50.
  • the radially arranged hydraulic chambers 84 are supplied with oil via supply lines 86 from the central oil bore (not shown in this figure) of the crankshaft 50.
  • the wing members 100 and the pins 102 of the synchronizing gear 60 are pushed apart. This results in a relative phase shift between the crankshaft 50 and the synchronization gear 60.
  • An internal combustion engine is an internal combustion engine that converts chemical energy of a fuel into mechanical work by combustion. The combustion takes place in the combustion chamber, in which a mixture of fuel and ambient air is ignited. The thermal expansion of the hot gas is used to move a piston.
  • internal combustion engines are the gasoline engine and the diesel engine, e.g. in automobiles.
  • the double crankshaft engine is to be understood as phase shifting:
  • the two crankshafts run in phase when the associated connecting rods of a cylinder each reach their highest position at the same time.
  • the piston is then in its top dead center. If the two connecting rods of a cylinder reach their highest position at different times, then one connecting rod still has to cover one angle (which may be positive or negative) up to its highest position, when the other is in its highest position. This angle is the phase shift of the two crankshafts.
  • the compression ratio is the ratio of the total cylinder space before compression to the remaining space after compression. With a higher compression ratio, the efficiency increases, but at the same time the tendency to knock increases in gasoline engines.
  • the knocking can in turn be reduced by higher octane gasoline, optimization of the combustion chamber shape or the use of multiple spark plugs. As a rough guide to fuel economy, increasing the compression ratio by one point reduces fuel consumption by about 2%.
EP13002068.8A 2013-04-19 2013-04-19 Moteur à combustion interne à double vilebrequin Withdrawn EP2792846A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP13002068.8A EP2792846A1 (fr) 2013-04-19 2013-04-19 Moteur à combustion interne à double vilebrequin

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP13002068.8A EP2792846A1 (fr) 2013-04-19 2013-04-19 Moteur à combustion interne à double vilebrequin

Publications (1)

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EP2792846A1 true EP2792846A1 (fr) 2014-10-22

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EP13002068.8A Withdrawn EP2792846A1 (fr) 2013-04-19 2013-04-19 Moteur à combustion interne à double vilebrequin

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Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2017063751A1 (fr) * 2015-10-16 2017-04-20 Peter Pelz Moteur à combustion interne à double manivelle et à compression variable
EP3163014A1 (fr) * 2015-10-21 2017-05-03 Neander Motors AG Palier d'articulation pour deux bielles
EP3171000A1 (fr) * 2015-11-17 2017-05-24 Neander Motors AG Moteur à combustion interne avec pistons avec deux axes de piston
US10047670B2 (en) 2015-01-07 2018-08-14 Neander Motors Ag Internal combustion engine having at least one piston

Citations (17)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5058537A (en) * 1989-04-21 1991-10-22 Paul Marius A Optimized high pressure internal combustion engines
US5329893A (en) 1990-12-03 1994-07-19 Saab Automobile Aktiebolag Combustion engine with variable compression ratio
US5732673A (en) * 1996-11-08 1998-03-31 Mandella; Michael J. Triple-crankshaft variable stroke engine
WO2001023722A1 (fr) 1999-09-27 2001-04-05 Edward Charles Mendler Berceau rigide de vilebrequin et positionneur
DE10019959A1 (de) * 2000-04-20 2001-10-25 Gerhard Klaiber Brennkraftmaschine
EP1247958A1 (fr) 2001-04-07 2002-10-09 Ford Global Technologies, Inc., A subsidiary of Ford Motor Company Moteur à combustion avec taux de compression variable
DE10309651A1 (de) 2003-03-06 2004-09-23 Daimlerchrysler Ag Hubkolbenmaschine
DE10309652A1 (de) 2003-03-06 2004-09-23 Daimlerchrysler Ag Hubkolbenmaschine
US20050028760A1 (en) 2003-08-08 2005-02-10 Toyota Jidosha Kabushiki Kaisha Variable compression ratio mechanism
DE10348345B4 (de) 2003-10-17 2005-09-01 Neander-Motorfahrzeuge Gmbh Hubkolben-Brennkraftmaschine
DE102004051012A1 (de) 2004-10-20 2006-04-27 Daimlerchrysler Ag Hubkolbenbrennkraftmaschine
WO2007081222A1 (fr) 2006-01-16 2007-07-19 Brian Barradine Système de compression variable pour moteurs à combustion interne
DE102006060660A1 (de) * 2006-12-21 2008-06-26 Neander Motors Ag Kolbenarbeitsmaschine
WO2008099018A1 (fr) 2007-02-16 2008-08-21 Gomecsys B.V. Mécanisme de piston à mouvement alternatif, son procédé d'assemblage et moteur à combustion interne
US20100025138A1 (en) * 2008-07-29 2010-02-04 Ruscak Ian M Centrifugal advance mechanism
US20120042841A1 (en) * 2010-08-19 2012-02-23 Nippon Soken, Inc. Valve timing control apparatus
EP2426336A2 (fr) 2010-09-04 2012-03-07 Neander Motors AG Piston doté de deux pivots et machine à piston à double vilebrequins

Patent Citations (17)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5058537A (en) * 1989-04-21 1991-10-22 Paul Marius A Optimized high pressure internal combustion engines
US5329893A (en) 1990-12-03 1994-07-19 Saab Automobile Aktiebolag Combustion engine with variable compression ratio
US5732673A (en) * 1996-11-08 1998-03-31 Mandella; Michael J. Triple-crankshaft variable stroke engine
WO2001023722A1 (fr) 1999-09-27 2001-04-05 Edward Charles Mendler Berceau rigide de vilebrequin et positionneur
DE10019959A1 (de) * 2000-04-20 2001-10-25 Gerhard Klaiber Brennkraftmaschine
EP1247958A1 (fr) 2001-04-07 2002-10-09 Ford Global Technologies, Inc., A subsidiary of Ford Motor Company Moteur à combustion avec taux de compression variable
DE10309651A1 (de) 2003-03-06 2004-09-23 Daimlerchrysler Ag Hubkolbenmaschine
DE10309652A1 (de) 2003-03-06 2004-09-23 Daimlerchrysler Ag Hubkolbenmaschine
US20050028760A1 (en) 2003-08-08 2005-02-10 Toyota Jidosha Kabushiki Kaisha Variable compression ratio mechanism
DE10348345B4 (de) 2003-10-17 2005-09-01 Neander-Motorfahrzeuge Gmbh Hubkolben-Brennkraftmaschine
DE102004051012A1 (de) 2004-10-20 2006-04-27 Daimlerchrysler Ag Hubkolbenbrennkraftmaschine
WO2007081222A1 (fr) 2006-01-16 2007-07-19 Brian Barradine Système de compression variable pour moteurs à combustion interne
DE102006060660A1 (de) * 2006-12-21 2008-06-26 Neander Motors Ag Kolbenarbeitsmaschine
WO2008099018A1 (fr) 2007-02-16 2008-08-21 Gomecsys B.V. Mécanisme de piston à mouvement alternatif, son procédé d'assemblage et moteur à combustion interne
US20100025138A1 (en) * 2008-07-29 2010-02-04 Ruscak Ian M Centrifugal advance mechanism
US20120042841A1 (en) * 2010-08-19 2012-02-23 Nippon Soken, Inc. Valve timing control apparatus
EP2426336A2 (fr) 2010-09-04 2012-03-07 Neander Motors AG Piston doté de deux pivots et machine à piston à double vilebrequins

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10047670B2 (en) 2015-01-07 2018-08-14 Neander Motors Ag Internal combustion engine having at least one piston
WO2017063751A1 (fr) * 2015-10-16 2017-04-20 Peter Pelz Moteur à combustion interne à double manivelle et à compression variable
EP3163014A1 (fr) * 2015-10-21 2017-05-03 Neander Motors AG Palier d'articulation pour deux bielles
US9869342B2 (en) 2015-10-21 2018-01-16 Neander Motors Ag Pivot bearing for two connecting rods
EP3171000A1 (fr) * 2015-11-17 2017-05-24 Neander Motors AG Moteur à combustion interne avec pistons avec deux axes de piston

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