EP2905448A1 - Moteur à combustion interne comprenant un rapport de compression variable et procédé de fonctionnement du moteur - Google Patents

Moteur à combustion interne comprenant un rapport de compression variable et procédé de fonctionnement du moteur Download PDF

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Publication number
EP2905448A1
EP2905448A1 EP14154720.8A EP14154720A EP2905448A1 EP 2905448 A1 EP2905448 A1 EP 2905448A1 EP 14154720 A EP14154720 A EP 14154720A EP 2905448 A1 EP2905448 A1 EP 2905448A1
Authority
EP
European Patent Office
Prior art keywords
crankshaft
crank member
respect
gear
drive shaft
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Withdrawn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
EP14154720.8A
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German (de)
English (en)
Inventor
Lambertus Hendrik De Gooijer
Willem-Constant Wagenvoort
Sander Wagenaar
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 EP14154720.8A priority Critical patent/EP2905448A1/fr
Publication of EP2905448A1 publication Critical patent/EP2905448A1/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Withdrawn legal-status Critical Current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 pertains to an internal combustion engine including variable compression ratio.
  • variable compression ratio An engine with variable compression ratio is well-known in the field of spark-ignition engines. It provides the opportunity to operate the engine at high efficiency, particularly under part-load conditions. Increasing the compression ratio leads to decreasing fuel consumption. At high-load or full-load the compression ratio must be lowered in order to avoid knocking.
  • WO 2009/018863 Several earlier applications of the applicant disclose internal combustion engines with variable compression ratio, for example WO 2009/018863 .
  • An object of the invention is to provide an improved engine.
  • the planetary concept of the ring gear, the sun gear and the satellite gear provides a compact driving mechanism.
  • the transmission comprises an external crank member gear which is fixed to the crank member and an external drive shaft gear which is fixed to the drive shaft and meshes with the crank member gear, wherein the drive shaft gear and the crank member gear are dimensioned such that under operating conditions the crank member rotates in the same rotational direction as the crankshaft as seen from the crankcase. This means that friction between the crank member and the crankpin is relatively low.
  • more than one satellite gear may be present to evenly distribute force.
  • the satellite gear may be rotatably mounted to a circular support member that is fixed to the central main portion of the crankshaft.
  • the support member may be fixed by a nut through which the drive shaft extends.
  • the support member may be provided with a driving wheel for driving auxiliary devices of the engine.
  • the integration of the driving wheel and the satellite gear on the support member is advantageous in terms of compactness.
  • the ring gear may be turnable with respect to the crankcase so as to adjust the rotational position of the crank member at a virtual standstill of the crankshaft.
  • the ring gear can be turned over a certain angle in one direction to reduce compression ratio and in opposite direction to increase compression ratio.
  • the invention is also related to a method of operating the internal combustion engine as described hereinbefore, wherein the ring gear is unlocked with respect to the crankcase and the ring gear is rotated with respect to the crankcase by means of combustion forces of the engine so as to change its compression ratio. During the time period of decoupling the ring gear the combustion forces will force the ring gear to a different rotational position with respect to the crankcase.
  • the engine may comprise a coupling element for coupling and decoupling which may be electronically controlled, for example.
  • the ring gear is unlocked with respect to the crankcase and the drive shaft is accelerated or decelerated so as to change the rotational position of the ring gear with respect to the crankcase and thus the compression ratio of the engine.
  • the drive shaft can be decelerated by means of braking with the alternator; similarly, it can be accelerated when the alternator has an electric motor function.
  • Figs. 1 and 2 show a part of an embodiment of an internal combustion engine 1 according to the invention.
  • the engine 1 has a variable compression ratio which provides the opportunity to operate the engine at high compression ratio under part-load conditions resulting in improved efficiency. Under high-load conditions the compression ratio can be lowered in order to avoid knocking.
  • the embodiment of the engine 1 as shown in Figs. 1 and 2 is provided with a driving mechanism 2 which is used for varying the compression ratio and which is located at a front side of the engine 1.
  • An opposite rear side of the engine 1 is provided with a flywheel (not shown).
  • the front side of the engine is located at the left side in the drawings.
  • the internal combustion engine 1 comprises a crankcase (not shown) which supports a crankshaft 3 via bearings.
  • the crankshaft 3 is rotatable with respect to the crankcase about a crankshaft axis 4.
  • the crankshaft 3 At the front side of the engine 1 where the driving mechanism 2 is located, the crankshaft 3 has a central main portion 5, a crankpin 6 and a crankshaft web 7.
  • the crankshaft web 7 is located between the central main portion 5 and the crankpin 6 as seen along the crankshaft axis 4.
  • the embodiment of the engine 1 as shown in Figs. 1 and 2 is a four-cylinder engine and has four crankpins 6 and four pairs of crankshaft webs 7 each at opposite ends of each crankpin 6, whereas similar central main portions 5 are located between crankshaft webs 7 at sides thereof opposite to the sides where the respective crankpins 6 are located.
  • the driving mechanism 2 is also applicable for engines having a different number of cylinders.
  • crankpin 6 and crankshaft web 7 closest to the front side of the engine 1 are referred to as the central main portion 5, the crankpin 6 and the crankshaft web 7, respectively.
  • the engine 1 is also provided with connecting rods, each including a big end and a small end, and pistons which are rotatably connected to the respective small ends. These parts are not shown for clarity reasons.
  • the engine 1 comprises a crank member 8 which is rotatably mounted on the crankpin 6.
  • the crank member 8 comprises a bearing portion which is eccentrically disposed with respect to the crankpin 6.
  • the bearing portion has an outer circumferential wall which bears the big end of the corresponding connecting rod such that the connecting rod is rotatably mounted on the bearing portion of the crank member 8 via the big end.
  • the bearing portion of the crank member 8 is located between two external gears.
  • the driving mechanism 2 is configured such that under operating conditions the crank member 8 is rotated at a rotation frequency with respect to the crankcase which is half of that of the crankshaft 3 and in the same rotational direction as that of the crankshaft 3 as seen from the crankcase. Hence, a single revolution of the crank member 8 with respect to the crankcase corresponds to two revolutions of the crankshaft 3 with respect to the crankcase.
  • the driving mechanism 2 comprises a drive shaft 9, see Fig. 2 , which extends concentrically through the central main portion 5 of the crankshaft 4.
  • the drive shaft 9 is mechanically coupled to the crank member 8 via a transmission 10 located at a side of the crankshaft web 7 where the crankpin 6 is located.
  • the transmission 10 comprises an external crank member gear 11 of the crank member 8 and an external drive shaft gear 12 which is fixed to the drive shaft 9.
  • the drive shaft gear 12 meshes with the crank member gear 11.
  • crank members 8 are mechanically coupled to each other such that all crank members 8 are rotated in a similar manner with respect to the crankcase.
  • the crank members 8 are coupled to each other through external gears which mesh with external gears of the respective crank members 8 and which are fixed to common shafts extending concentrically through the respective central main portions 5 and corresponding crankshaft webs 7 at both sides of the respective central main portions 5 of the crankshaft 3. This is illustrated in Fig. 2 .
  • the drive shaft 9 extends concentrically through the central main portion 5 at a side of the crankshaft web 7 opposite to the side where the crankpin 6 is located and is drivably coupled to the crankshaft 3.
  • Figs. 1 and 2 show that in this case the driving mechanism 2 comprises a planetary gear system through which the crankshaft 3 drives the drive shaft 9.
  • the planetary gear system comprises three external satellite gears 13, an internal ring gear 14 including a centre line that coincides with the crankshaft axis 4 and an external sun gear 15 that is fixed to a portion of the drive shaft 9 that projects from the central main portion 5 at the front side of the engine 1.
  • the mentioned portion of the drive shaft 9 lies in a common plane with the ring gear 14 and the satellite gear 13.
  • Each of the satellite gears 13 is rotatably mounted to a circular support member 16, which is shown as a separate part in Fig. 3 .
  • the support member 16 is fixed to the central main portion 5 of the crankshaft 3.
  • the satellite gears 13 are rotatable about respective satellite gear axes extending parallel to the crankshaft axis 4.
  • Each of the satellite gears 13 meshes with the ring gear 14, on the one hand, and with the sun gear 15, on the other hand.
  • the support member 16 is also provided with a driving wheel in the form of a toothed ring wheel 17 for driving other auxiliary devices of the engine 1, for example an oil pump, a camshaft, or the like.
  • the dimensions of the planetary gear system, the crank member gear 11 and the drive shaft gear 12 are selected such that the crank member 8 rotates at half crankshaft speed with respect to the crankcase.
  • the diameters of the crank member gear 11 and the drive shaft gear 12 are 75 and 22.5 mm, respectively, hence a gear ratio of 0.3.
  • the diameters of the satellite gears 13, the ring gear 14 and the sun gear 15 are 21, 105 and 63 mm, respectively.
  • Alternative dimensions are conceivable.
  • the support member 16 is fixed to the crankshaft 3 by a nut 18 through which the drive shaft 9 extends. Since the rotational position of the support member 16 upon fixing it to the crankshaft 3 is not relevant the nut 18 may be integral with the support member 16. The nut 18 may be partly or entirely located within the circumferential wall of the support member 16, which is advantageous in terms of compactness in longitudinal direction of the engine 1.
  • crank member 8 was fixed to the crankshaft 3 the crank member 8 would also be rotated clockwise at crankshaft speed with respect to the crankcase; however, after one revolution of the crankshaft 3 it is now rotated a half revolution anti-clockwise with respect to the crankpin 6. This implies that after one revolution of the crankshaft 3 the crank member 8 is also rotated clockwise, but a half revolution, with respect to the crankcase.
  • N ds ⁇ 2 + N rg / N ds ⁇ 2 0.5 x N cmg / N ds + 1 .
  • crank member gear 11 has a larger diameter than the external gear at the opposite side of the bearing portion.
  • the latter gear has the same diameter as the external gears of the other crank members of the engine 1 which do not directly engage the driving mechanism 2.
  • the reason of the relatively large diameter of the crank member gear 11 is that in the embodiment as shown in the figures the diameter of the satellite gears would become too small if the diameter of the crank member gear was selected smaller.
  • the rotational position of the ring gear 14 with respect to the crankcase is adjustable by means of an actuator, for example hydraulically (not shown). Due to turning the ring gear 14 the rotational position of the crank member 8 is turned about the crankpin 6 at a virtual standstill of the crankshaft 3.
  • Fig. 1 shows that a pulley 19 is fixed to the drive shaft 9.
  • the pulley 19 may be drivably coupled to auxiliary devices of the engine 1, for example an alternator.
  • the rotational position of the ring gear 14 with respect to the crankcase can be adjusted by means of combustion forces and/or accelerating and/or decelerating the pulley 19 during a period of unlocking the ring gear 14 with respect to the crankcase.
  • an electronically or hydraulically controlled locking element may be present between the ring gear 14 and the crankcase for the action of unlocking.
  • the compression ratio can be reduced by turning the crank member 8 from this position about its centre line relative to the crankpin 6 in its rotational direction with respect to the crankcase under normal operating conditions at a virtual standstill of the crankshaft 3 over a certain turning angle. It is assumed in this case that the rotational direction with respect to the crankcase under normal operating conditions is clockwise, and in the same direction as the crankshaft 3, when looking to the front side of the engine 1.
  • the minimum compression ratio at the end of the compression stroke, when the piston is in top dead centre may lie at a turning angle of the crank member of 90° to 140 ° from the above-mentioned position at maximum compression ratio with respect to the crankcase, for example.
  • the combustion forces of the pistons exert a continuous average torque onto the drive shaft gear 12 via the crank member gears. Due to the selected rotational directions of the crankshaft 3 and the crank member 11 there is a continuous average torque on the ring gear 14 in clockwise direction. This means that upon decoupling the ring gear 14 with respect to the crankcase there is a natural force for accelerating the ring gear 14 in clockwise direction. Accelerating the ring gear 14 clockwise implies rotating the crank member 8 clockwise at virtual standstill of the crankshaft 3, i.e. in a direction of reduced compression ratio.
  • the rotational position of the ring gear 14 can be measured by means of a potmeter, for example. It is possible to apply a transmission between the potmeter and the ring gear 14, but it is also conceivable to use the ring gear 14 itself as a rotational part of a potmeter.
  • the invention provides a compact driving mechanism for rotating the crank member.
  • the transmission may be configured such that the crank member is rotated in opposite direction of the crankshaft as seen from the crankcase.

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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)
  • Transmission Devices (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
EP14154720.8A 2014-02-11 2014-02-11 Moteur à combustion interne comprenant un rapport de compression variable et procédé de fonctionnement du moteur Withdrawn EP2905448A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP14154720.8A EP2905448A1 (fr) 2014-02-11 2014-02-11 Moteur à combustion interne comprenant un rapport de compression variable et procédé de fonctionnement du moteur

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP14154720.8A EP2905448A1 (fr) 2014-02-11 2014-02-11 Moteur à combustion interne comprenant un rapport de compression variable et procédé de fonctionnement du moteur

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EP2905448A1 true EP2905448A1 (fr) 2015-08-12

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Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR3058468A1 (fr) * 2016-11-08 2018-05-11 Peugeot Citroen Automobiles Sa Piece de maintien pour moteur a combustion interne
CN108474296A (zh) * 2015-10-22 2018-08-31 标致雪铁龙汽车股份有限公司 配备有改变压缩比的系统的热力发动机
EP3726023A1 (fr) * 2019-04-17 2020-10-21 Gomecsys B.V. Moteur à combustion interne
CN113669169A (zh) * 2020-05-15 2021-11-19 通用汽车环球科技运作有限责任公司 包括用于使用致动器来改变压缩比的力分流器的发动机组件
EP4006323A1 (fr) * 2020-11-26 2022-06-01 Gomecsys B.V. Moteur à combustion interne à taux de compression variable
WO2022112275A1 (fr) * 2020-11-26 2022-06-02 Gomecsys B.V. Moteur à combustion interne à taux de compression variable
WO2022187881A1 (fr) * 2021-03-12 2022-09-15 Kirchberger, Roland Moteur à combustion interne à course variable

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3936649A1 (de) * 1989-11-03 1991-05-08 Ingelheim Peter Graf Von Kurbelwelle mit variablem kurbelzapfen und damit realisierbare otto-motoren mit variablem verdichtungsraum
WO2007039103A1 (fr) * 2005-10-01 2007-04-12 Daimler Ag Moteur a combustion presentant un taux de compression variable
WO2009018863A1 (fr) 2007-08-09 2009-02-12 Gomecsys B.V. Mécanisme de piston alternatif
DE102008032665A1 (de) * 2008-07-10 2010-01-21 Audi Ag Vorrichtung und Verfahren zur Veränderung des Verdichtungsverhältnisses einer Brennkraftmaschine
WO2013160501A1 (fr) * 2012-04-23 2013-10-31 Garcia Sanchez Eduardo Chaîne cinématique pour positionner des paliers excentriques qui tournent sur les manetons du vilebrequin d'un moteur à relation de compression variable

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3936649A1 (de) * 1989-11-03 1991-05-08 Ingelheim Peter Graf Von Kurbelwelle mit variablem kurbelzapfen und damit realisierbare otto-motoren mit variablem verdichtungsraum
WO2007039103A1 (fr) * 2005-10-01 2007-04-12 Daimler Ag Moteur a combustion presentant un taux de compression variable
WO2009018863A1 (fr) 2007-08-09 2009-02-12 Gomecsys B.V. Mécanisme de piston alternatif
DE102008032665A1 (de) * 2008-07-10 2010-01-21 Audi Ag Vorrichtung und Verfahren zur Veränderung des Verdichtungsverhältnisses einer Brennkraftmaschine
WO2013160501A1 (fr) * 2012-04-23 2013-10-31 Garcia Sanchez Eduardo Chaîne cinématique pour positionner des paliers excentriques qui tournent sur les manetons du vilebrequin d'un moteur à relation de compression variable

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108474296A (zh) * 2015-10-22 2018-08-31 标致雪铁龙汽车股份有限公司 配备有改变压缩比的系统的热力发动机
CN108474296B (zh) * 2015-10-22 2020-07-14 标致雪铁龙汽车股份有限公司 配备有改变压缩比的系统的热力发动机
FR3058468A1 (fr) * 2016-11-08 2018-05-11 Peugeot Citroen Automobiles Sa Piece de maintien pour moteur a combustion interne
EP3726023A1 (fr) * 2019-04-17 2020-10-21 Gomecsys B.V. Moteur à combustion interne
CN113669169A (zh) * 2020-05-15 2021-11-19 通用汽车环球科技运作有限责任公司 包括用于使用致动器来改变压缩比的力分流器的发动机组件
CN113669169B (zh) * 2020-05-15 2023-10-31 通用汽车环球科技运作有限责任公司 包括用于使用致动器改变压缩比的力分流器的发动机组件
EP4006323A1 (fr) * 2020-11-26 2022-06-01 Gomecsys B.V. Moteur à combustion interne à taux de compression variable
WO2022112275A1 (fr) * 2020-11-26 2022-06-02 Gomecsys B.V. Moteur à combustion interne à taux de compression variable
WO2022187881A1 (fr) * 2021-03-12 2022-09-15 Kirchberger, Roland Moteur à combustion interne à course variable

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