EP3201437B1 - Verbrennungsmotor - Google Patents

Verbrennungsmotor Download PDF

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Publication number
EP3201437B1
EP3201437B1 EP15771961.8A EP15771961A EP3201437B1 EP 3201437 B1 EP3201437 B1 EP 3201437B1 EP 15771961 A EP15771961 A EP 15771961A EP 3201437 B1 EP3201437 B1 EP 3201437B1
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EP
European Patent Office
Prior art keywords
combustion engine
engine
designed
intermediate plate
crankshaft
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EP15771961.8A
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German (de)
English (en)
French (fr)
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EP3201437A1 (de
Inventor
Johann SCHWÖLLER
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Individual
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Individual
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Priority to PL15771961T priority Critical patent/PL3201437T3/pl
Publication of EP3201437A1 publication Critical patent/EP3201437A1/de
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    • 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
    • F01B1/00—Reciprocating-piston machines or engines characterised by number or relative disposition of cylinders or by being built-up from separate cylinder-crankcase elements
    • F01B1/12—Separate cylinder-crankcase elements coupled together to form a unit
    • 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
    • F01B1/00—Reciprocating-piston machines or engines characterised by number or relative disposition of cylinders or by being built-up from separate cylinder-crankcase elements
    • F01B1/04—Reciprocating-piston machines or engines characterised by number or relative disposition of cylinders or by being built-up from separate cylinder-crankcase elements with cylinders in V-arrangement
    • 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
    • F01B21/00—Combinations of two or more machines or engines
    • F01B21/02—Combinations of two or more machines or engines the machines or engines being all of reciprocating-piston type
    • 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
    • F02B73/00—Combinations of two or more engines, not otherwise provided for
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F7/00—Casings, e.g. crankcases or frames
    • F02F7/0021—Construction
    • F02F7/0031—Construction kit principle (modular engines)
    • 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
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B75/22—Multi-cylinder engines with cylinders in V, fan, or star arrangement
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F7/00—Casings, e.g. crankcases or frames
    • F02F7/0002—Cylinder arrangements
    • F02F7/0012—Crankcases of V-engines

Definitions

  • the present invention relates to an internal combustion engine.
  • This vehicle engine comprises at least two engine blocks.
  • the two engine blocks each have their own crankshafts.
  • One of the crankshafts is connected to an output shaft by means of a close / freewheel clutch.
  • a first transmission is provided between the one-way clutch and the output shaft.
  • a second transmission is provided which connects the crankshaft to a transmission shaft part by means of a freewheel.
  • the transmission shaft part is part of a transmission shaft that runs parallel to the crankshafts.
  • the transmission shaft has a second part. Via the transmission shaft, the output of the engine block is transferred to the same output shaft to which the power of the second engine block is also transmitted.
  • a vehicle unit is disclosed.
  • This document discloses various engine arrangements or vehicle assemblies in which, for example, two in-line engines are arranged next to one another or are arranged in a V-shape with respect to one another and are coupled to one another via a “frame”.
  • the vehicle unit can be designed such that two V-shaped engine blocks are arranged in a V-shape with respect to one another.
  • an output shaft is disclosed, which is arranged below the cylinder heads.
  • a coupling device for the accurate and correct ignition connection of internal combustion engine parts.
  • a dog clutch and a friction clutch are provided.
  • a shutdown second engine part is to be accelerated to a speed until the speed difference permissible for the engagement process is reached or undershot.
  • the friction clutch is to be actuated accordingly and the dog clutch is thus initially bridged.
  • first end faces of the at least three claws come into sliding contact with a second base area. The first end faces should slide on the second base surface while maintaining a permissible speed difference.
  • An engagement process is to be initiated automatically by the transition from a second base area to a second engagement phase and the associated clearance when the required angular position is set and the respective claw can engage in the associated claw pocket.
  • the DE 32 26 458 A1 discloses an engine with a crankshaft divided into two sections.
  • the ends of the crankshaft sections carry bevel gears which cooperate with a multi-plate clutch which is suitably actuated in such a way that it connects the two crankshaft sections or keeps a left cylinder group idle.
  • An output shaft is connectable to a right-hand cylinder group, and a bevel gear of an associated crankshaft section also drives, via a further bevel gear, an air compressor which is accommodated in the cylinder and is connected to an air intake manifold of the engine via a channel.
  • DE 31 32 367 A1 describes a vehicle engine which is composed of blocks, each of which contains at least one cylinder and which have mutually similar fastening devices on their end faces, which are arranged symmetrically with respect to a vertical central plane.
  • the engine preferably contains a block with an odd number of cylinders and a block with an even number of cylinders, for example two or three cylinders, which in addition to combinations of 2 + 2 and 3 + 3 enable combinations with an odd total number of cylinders.
  • the blocks can be directly connected to one another, the housing containing the auxiliary devices then being connected to the free end of one of the blocks, while a housing for transmission to an output shaft is connected to the free end of the other block.
  • the blocks can be connected to one another via a housing which contains a transmission for an output shaft.
  • the transmission housing can then contain clutches that selectively connect the crankshafts of the two blocks to the output shaft.
  • the vehicle engine comprises a first engine block and a second engine block, which are connected to one another via a transmission housing.
  • a manual transmission with an output shaft is also provided.
  • a differential for a front-wheel drive is provided in which the performance is transmitted via a hollow shaft arrangement.
  • the power transmission should take place by means of a chain or belt drive.
  • a drive part forms part of the housing for two clutches and freewheels.
  • a crankshaft is connected to a central shaft that carries a clutch disc and an idler gear 46a that cooperate with the housing.
  • the central shaft is continued by a free-running extension that extends through a further clutch housing.
  • a crankshaft is connected to a torque converter.
  • the crankshaft also has a clutch disc.
  • a shaft is attached to the clutch disc, which surrounds the shaft.
  • the shaft can interact with clutch housings by means of an idler wheel and can also interact directly with the clutch housing by means of a clutch disc 53.
  • a microcomputer is disclosed which opens or closes corresponding clutches when the output power changes depending on the traffic or road conditions.
  • WO 2012/142993 is an internal combustion engine with a main engine with a first crankshaft part rotating about an axis of rotation and a supplementary motor with a second crankshaft part.
  • a synchronous clutch is arranged between the crankshaft parts and is formed from a friction clutch and a form-locking clutch.
  • the friction clutch is designed as a multi-plate clutch and is used to adjust the speeds of the two crankshaft parts during their synchronization.
  • the form-fit clutch contains form-fit elements assigned to the first crankshaft part and form-fit elements assigned to the second crankshaft part, which forms the form-fit between them when the form-fit clutch is actuated at a predetermined differential speed between the two crankshaft parts by means of axial engagement.
  • the form-locking elements are formed from claws aligned in a trapezoidal direction in the axial direction.
  • From the DE 198 39 231 A1 shows a drive system for a motor vehicle, which has a device for power control.
  • This drive system contains at least two internal combustion engines, each of which can be coupled to a drive shaft via a clutch.
  • a control unit is provided which controls the operation of the internal combustion engines and the clutches associated with the internal combustion engines as a function of at least the position of a power control element in such a way that, when the power control element is actuated slightly, only one of the internal combustion engines which can be coupled directly to the transmission via its clutch is in operation, wherein all internal combustion engines are in operation when the power control element is actuated strongly.
  • the individual motors are thus connected via the corresponding clutches via a branching gear, which in turn is coupled to a gear or a differential via a clutch.
  • From the DE 10 2011 018 410 A1 shows a drive assembly.
  • This drive assembly uses several parallel motors that can be coupled with each other depending on the power.
  • Three individual two-cylinder engines M1, M2, M3 are preferably provided, which are connected in parallel.
  • Each engine M1, M2, M3 is followed by a flywheel and a clutch. After the clutch, the motor M2 is followed by a freewheel and the second motor M3 after the clutch by a freewheel.
  • the motors M1, M2, M3 are coupled to a transmission via a first toothed chain which is arranged between the drive train of the motor M1 and the drive train of the motor M2 and a second toothed chain which is arranged between the drive train of the motor M2 and the motor M3 .
  • the object of the present invention is to provide a compact and simply constructed motor which ensures high operational reliability.
  • the invention has the features specified in claim 1. Advantageous refinements of this are specified in the subclaims.
  • an internal combustion engine is provided with at least two coupled engine blocks, each with two cylinders, each of which is connected to a transmission and a clutch with a common drive shaft.
  • an engine block is understood to mean a housing which, in addition to cylinders and corresponding cylinder heads, comprises a crankshaft bearing, a crankcase and a corresponding water or air cooling.
  • both engine blocks can be individually decoupled from the drive shaft via the corresponding coupling, the engine is designed to be redundant. In this way, both engine blocks can be operated completely independently of one another. This results in a high level of safety when using the engine in airplanes, because if one engine block fails, it can be disengaged automatically or manually and the other engine block continues to run without being braked or blocked by the failed engine block.
  • the two engine blocks are designed in a V-shape such that the respective cylinder heads are arranged in a V-shape and the drive shaft is arranged in the region of the V-recess between the cylinder heads.
  • Such an arrangement of the drive shaft enables a compact structure of the motor.
  • Each engine block can have its own crankshaft.
  • the engine according to the invention thus has no continuous crankshaft.
  • the drive torque therefore does not have to be transmitted from one engine side via the crankshaft to the one-sided output.
  • the torque is output via the output-side or outer ends of the crankshafts.
  • an internal crankshaft cheek together with the bearing is used exclusively for guidance and balancing. This enables a very simple and easy design of the crankshafts, which are inexpensive to manufacture.
  • crankshaft can be constructed as a crankshaft, i.e. be designed as a light crankshaft composed of individual parts, which means that the connecting rods do not require any bearing bolts and can be assembled more easily.
  • crankshaft webs which are designed, for example, as fineblanked parts or forged cheek segments.
  • Special contour elements such as collars or penetrations, create an increase in the joint length for the cheek-bearing connection and ensure the separation of the thermal and geometric notch. This leads to an improvement in component rigidity.
  • a forged crankshaft or one that is milled from solid material requires connecting rods, which must be designed so that they can be separated from the crankshaft for assembly. This means more weight and higher production costs.
  • the transmission can be designed as a belt transmission or as a gear transmission.
  • the two gears can be arranged on the driven ends of the crankshafts, which connect them to the drive shaft.
  • the two gears can be arranged in the area in which the two engine blocks are connected or coupled to one another.
  • the gears are then preferably designed as gearwheels.
  • the gears can be designed such that in each case a first gear arranged on the crankshaft is connected via a second gear to a third gear arranged on the output shaft.
  • the transmission can be made smaller for a given transmission ratio.
  • a fourth gearwheel coupled to the second gearwheel engages a gearwheel arranged on a camshaft in such a way that the camshaft is driven or driven via the gearwheel pair consisting of fourth and fifth gearwheels.
  • the clutches can be designed such that they enable the corresponding crankshaft to be coupled to the drive shaft only in a single angular position.
  • the two engine blocks of the internal combustion engine can be stopped manually, i.e. only be engaged by hand in this one position.
  • Coupling only in one position has the advantage that the engine blocks are always coupled in the same angular position, so that the balancing of the engine parts remains the same even when the engine parts are reconnected. Manual adjustment of the engine parts is therefore not necessary.
  • the engine can have a camshaft at the bottom or at the top.
  • the installation space required by the internal combustion engine is reduced by a camshaft located at the bottom.
  • a device for, preferably mechanically, decoupling rocker arms and camshaft can be provided in such a way that cylinder deactivation is possible.
  • a mechanical decoupling of the rocker arms from the camshafts is realized by means of which the tappets can be disengaged from the rocker arms so that they no longer have a connection to the camshaft.
  • the push rods are displaced in the region of the camshaft in such a way that the transmission of the lifting movement from the camshaft to the push rod is disengaged.
  • a related cylinder deactivation makes it possible to switch off one of the two engine blocks or its cylinder and in this way continue to operate the other engine block at its optimal operating point in the range between 70% and 80% load.
  • the cylinder deactivation is preferably carried out in the lower partial load range. In this operating range, the entire engine would have poor efficiency.
  • these cylinders act as spring accumulators and consume considerably less energy in the idle state than if corresponding gas exchange losses occur due to the gas changes when the valves open.
  • the internal combustion engine which would have a poorer efficiency with only 35, in particular 40% of the power across all cylinders of both engine blocks, instead be operated with 70, in particular 80% of the power with only one engine block. This increases the overall efficiency and at the same time reduces the fuel consumption.
  • the internal combustion engine can have a water cooling device for cooling the cylinder heads, at least one roller fan being arranged on the drive shaft and likewise designed to cool the cylinders.
  • the roller fan which is arranged on the drive shaft, enables a high volume flow for cooling the cylinders, with low pressure at the same time. Such air cooling can be used to selectively supply cooling air in order to support the water cooling device of the cylinder heads.
  • the roller fans also ensure that the motor does not have to be supplied with a cooling air flow from the outside.
  • the cylinders are always forced-cooled by the roller fans as long as the drive shaft rotates, i.e. the engine is running.
  • the internal combustion engine according to the invention comprises all components which are necessary for operating one of the two engine blocks of the engine in duplicate, only the drive shaft is present only once.
  • the engine according to the invention preferably has two separate cooling and oil circuits and correspondingly two cooling water and two oil pumps.
  • the second engine block is not loaded by the cooling line to be applied for the first engine block.
  • the internal combustion engine according to the invention is preferably intended for use in aircraft, in particular in ultralight aircraft.
  • the internal combustion engine can also have an electric drive, as a result of which it is designed as a hybrid drive.
  • the additional electric motor also serves for short-term performance increase, e.g. at the start, in short-term climb or in aerobatics.
  • the internal combustion engine according to the invention can also be used optimally for helicopters, gyrocopters and other aircraft and devices in which no external air flow is available for cooling.
  • One advantage of the engine concept is that the cylinders are air-cooled, but the cylinder head is water-cooled. If the cooling water is lost, the engine can continue to run in emergency mode without cooling water for a certain time, since the heat can also be dissipated via the forced-air-cooled cylinders.
  • the internal combustion engine according to the invention is preferably designed to be completely redundant. This means that all auxiliary units are also available at least twice are. This is achieved, for example, two separate lubrication systems, two separate circuits, two generators, two turbochargers, etc.
  • an intermediate plate for connecting at least two engine blocks.
  • the intermediate plate is a plate-shaped component which has two sealing surfaces which are designed to seal one side of an engine block, the intermediate plate having at least one bearing bore for receiving at least one bearing of a crankshaft.
  • Such an intermediate plate serves both for sealing and for connecting the two engine blocks.
  • a bearing opening with corresponding bearing devices for bearing the two crankshafts is arranged in the intermediate plate.
  • the bearing opening can be designed for the coaxial mounting of two crankshafts.
  • crankshafts are supported in the intermediate plate both in the area of the crank web and in the middle. So that the center distance of the bearings of each crankshaft part can be designed as large as possible, a crankshaft has a peg-shaped section at the corresponding end, the other crankshaft has a tubular section at the corresponding end. As a result, the crankshafts can interlock, so that the bearing distances of each crankshaft are made much larger than if a separate bearing were provided in the middle of the intermediate plate for each crankshaft part.
  • these are preferably arranged centrally between the two engine blocks in the area of the intermediate plate.
  • An engine according to the invention preferably has a cubic capacity between 1500 and 2000 ccm.
  • the power of the engine can be around 150 HP in a suction version and around 200 HP in the turbocharger version.
  • the additional power provided by the electric motor can be around 30 HP (continuous load) and 50 HP (peak load).
  • the combustion engine offers more power in a smaller installation space than comparable four-cylinder aircraft engines available on the market. It is also lighter and simpler.
  • the internal combustion engine comprises two identical V-engines, one of which is designed as a left-hand drive and one as a right-hand drive.
  • the two crankshafts rotate in the same direction. Due to the fact that the crankshafts are driven on both end faces of the engine, the crankshaft ends can be supported in the area of the intermediate plate. In this way, the bearing distances of these crankshaft parts can be maximized without extending the overall length of the engine.
  • sensors are provided with which an operating state of the two engine blocks can be detected independently of one another.
  • These sensors can preferably be designed to independently detect the torque of the two engine blocks or also the exhaust gas temperatures of the two engine blocks or to record other suitable parameters for determining the operating state. These sensors are therefore subsumed below under the term operating state sensors.
  • the operating state sensors can be arranged in both clutches as torque sensors.
  • the torque sensors can be designed as electronic sensors for torque detection, for example as piezoelectric sensors or non-contact torque sensors.
  • the Fraunhofer ITWM sells an inductive sensor for the contactless detection of torques.
  • the measuring concept of the sensor is based on the anisotropic magnetostrictive effect in ferromagnetic wave surfaces. Depending on the mechanical torsional stress at the measuring point, this effect causes a different magnetic permeability in the direction of the tensile stresses and compressive stresses. This change in permeability is measured with the sensor, which is proportional to the torsional stress on the shaft surface in a large measuring range.
  • Another option for torque detection is to mount a spring-loaded roller on the gearbox, e.g. to provide a tension pulley adjacent to a run of the belt.
  • a tension pulley adjacent to a run of the belt.
  • one or the other strand of the belt is tensioned. This tension can be measured with the tension pulley and a corresponding sensor.
  • At least two exhaust gas sensors can also be provided, which are correspondingly integrated into the exhaust gas system of the two engine blocks in such a way that the exhaust gas temperatures of the two engine blocks can be monitored independently of one another.
  • the internal combustion engine according to the invention has a control device (not shown) which monitors the torque and / or the exhaust gas temperature of the two engine blocks by means of the sensors. As soon as the torque of one of the two engine blocks over a longer period, e.g. B. greater than 0.5, or 1, or 1.5, or 2, or 3 or 4 seconds, a predetermined difference to the other engine block, the control device controls the clutch of the corresponding engine block and disengages it . In this way, the crankshaft of this engine no longer has to be rotated and the other engine can continue to work without the frictional resistance of the failed engine block.
  • a control device not shown
  • manual disengagement can also be provided in addition or as an alternative.
  • the driver receives this information from the control electronics.
  • the latter can then disengage the corresponding motor by manually or electrically actuating the corresponding clutch.
  • An exemplary embodiment of an internal combustion engine 1 comprises two V-engines or engine blocks 2, 3 coupled to one another, each with two cylinders 4 ( Figures 1 to 3 ).
  • the V-shaped engine blocks correspond to V-shaped cylinders or cylinder heads.
  • crankshafts 5, 6 there is a piston ( Fig. 4 ) arranged, each with a connecting rod acting on a crankshaft 5,6.
  • the first and second crankshafts 5, 6 of the first and second engine blocks 2, 3 are thus formed separately, ie they are not connected to one another.
  • crankshafts 5, 6 are each mounted on an intermediate plate 11 and on a first or second crankcase 8, 10.
  • the intermediate plate 11 is arranged between the two crankcases 8, 10.
  • the crankcases are 8,10 arranged on the outer sides of the engine blocks 2, 3 facing away from the intermediate plate 11.
  • the intermediate plate 11 is designed to seal and connect the first and second engine blocks 2, 3 to the first and second crankcases 8, 10 ( Figures 2 to 5 ).
  • the intermediate plate 11 is a disk-shaped element on which bores 12 are formed at the same radial distance from one another for connection to the two crankcases 8, 10. In the middle of the intermediate plate 11 there is formed a bearing bore 13 running transversely to the intermediate plate 11 ( Fig. 5 )
  • a bearing-side end 18 of the first crankshaft 5 and a bearing-side end 19 of the second crankshaft 6 are arranged in the bearing bore 13.
  • the bearing-side end 18 of the first crankshaft 5 is a tubular section 20.
  • the bearing-side end 19 of the second crankshaft 6 is a peg-shaped section 21.
  • the outside diameter of the peg-shaped section 21 is smaller than the inside diameter of the tubular section 20. (Is that correct?)
  • a bearing device 17 e.g. a slide, ball, or roller bearing is provided between the inner surface of the bearing bore and the outer surface of the tubular portion 20.
  • a further bearing device 17 is arranged in the tubular section of the bearing-side end 18 of the first crankshaft 5.
  • the peg-shaped section 21 of the second crankshaft 6 is rotatably mounted in this bearing device and thus in the tubular section.
  • the two crankshafts are completely decoupled from one another in their rotational movement by the bearing device 17 in the bearing bore 13 and the further bearing device 17.
  • the bearing bore 13 is extended on both sides of the intermediate plate by corresponding pipe pieces 14 and expanded in diameter.
  • the pipe sections 14 are additionally connected to the intermediate plate 11 via stiffening struts 15.
  • the cavities of the pipe sections 14 form storage openings 16.
  • crank webs 36 of the first and second crankshafts 5, 6 are mounted ( Fig. 5 ).
  • the two crankshafts 5, 6 are thus supported in the intermediate plate 11 both in the region of the crank web 36 and in the middle of the bearing opening 13 of the intermediate plate 11.
  • the center distance of the bearings of each crankshaft can be designed to be large.
  • the bearing distances of each crankshaft can be made significantly larger than if a separate bearing were provided in the middle of the intermediate plate for each crankshaft part.
  • bearing-side end 18 of the first crankshaft 5 and the bearing-side end 19 of the second crankshaft 6 are each decoupled from one another in their own bearing device 17 in the bearing opening 16 (not shown).
  • a camshaft drive 22 and an oil pump drive 23 are also provided on the intermediate plate 11 ( Figure 3 to 5 ).
  • camshaft 22 and oil pump drives 23 are designed as bevel gears and extend radially outward from the area of the bearing bore 13, in which they engage with one of the crankshafts 5, 6, to camshafts 33 or an oil pump.
  • these drives could also be designed as spur gears or other gears
  • a device 39 is provided for, preferably mechanically, decoupling rocker arms 40 and camshaft 33 ( 12 to 14 ).
  • the device 39 comprises an eccentric shaft 41 on which the rocker arms 40 are mounted eccentrically in such a way that the pivot point of the rocker arms 40 can be displaced such that the rocker arms 40 can no longer reach the valves 44 when the pivot point is shifted in the actuated state.
  • valves remain closed even during a stroke movement of the push rod 41, which enables cylinder deactivation.
  • the eccentric shaft can be rotated, for example, by means of a hydraulic cylinder 42.
  • This or the hydraulic cylinders are via a valve such.
  • B. a solenoid valve, an electric valve or a mechanical valve can be controlled.
  • the engine oil pressure from the engine circuit can be used to actuate the cylinder 42.
  • the eccentric shaft 43 can thus be arranged in a rocker arm disengaged position and in a rocker arm engaged position.
  • a spring 45 can be provided, which presses the rocker arm onto the push rod 41 even when the eccentric shaft is rotated, as a result of which the latter is held on the camshaft 33.
  • the spring 45 ensures that the rocker arm 40 cannot swing freely when the eccentric shaft is rotated, and thus the push rod 41 is held on the camshaft.
  • the eccentric shaft 43 can also be actuated electromagnetically or mechanically.
  • a spring 46 can be provided, which pushes the push rod 41 in the cylinder head upwards.
  • the rocker arm 40 also remains on the valve. This creates a distance generated by the rotation of the eccentric shaft 43 between the camshaft 33 and the push rod 41, whereby both the push rod 41 and the rocker arm 40 and the valve 44 cannot be operated. This also leads to cylinder deactivation by the valves 44 which remain closed.
  • a mechanical decoupling of the rocker arms 40 from the camshafts 33 can alternatively also be implemented by a device with which the tappets can be displaced and in this way disengaged from the rocker arms so that the tappets are no longer connected to the rocker arms.
  • the push rods are displaced in the region of the camshaft in such a way that the transmission of the lifting movement from the camshaft to the push rod is disengaged.
  • the two V-shaped first and second engine blocks 2, 3 form a V-recess 24 in the area between their cylinders.
  • a drive shaft 26 is arranged in the region of the V-recess between cylinder heads 25 of the cylinders 4.
  • crankshafts 8, 10 arranged on the outside there is in each case a gear 72 and a clutch 28, which connects the respective output end 7, 9 of the first crankshaft 5 and the second crankshaft 6 to the drive shaft 26 ( Fig. 6 ).
  • Such an arrangement of the transmission 27 is referred to as an external transmission arrangement.
  • the gears 27 are designed as belt gears.
  • the transmission 27 can also be designed as a gear transmission.
  • the two gears 27 can be arranged in the area in which the two engine blocks 2, 3 are connected or coupled to one another. This means that the gears 27 are in the area of the intermediate plate 11 arranged. Such an arrangement of the gear 27 is referred to as an internal gear arrangement.
  • the gears 27 are then preferably designed as gearwheels.
  • the gears 27 can be designed such that in each case a first gear 47 arranged on the crankshaft is connected via a second gear 48 to a third gear arranged on the output shaft 26.
  • the transmission can be constructed or made smaller for a given transmission ratio.
  • a fifth gearwheel arranged on a camshaft engages in such a way that the camshaft is controlled or driven via this gearwheel pair consisting of fourth and fifth gearwheels 50, 51.
  • the gear wheels are covered by a housing 52 fixed to the intermediate plate 11.
  • the clutches 28 are designed as dog clutches.
  • the claw couplings are designed in such a way that a claw of one half of the claw coupling has a different geometry than the other claws, so that this claw can only be coupled into a correspondingly complementary recess in the other half of the claw coupling. This ensures that the two halves of the couplings 28 can only engage in one another in a certain rotational position.
  • Each of the two engine blocks 2, 3 is provided with a turbocharger 29.
  • the internal combustion engine 1 is designed redundantly with respect to the air supply by the two separate turbocharger systems 29. This means that if an engine part fails and the turbocharger is damaged, this only leads to a 50% loss in performance, since the remaining engine part with turbocharger will still achieve its full performance.
  • Charge air coolers are located in a pipe section between the turbochargers 29 and the intake bends to the cylinders ( Figure 7 to 9 ) for cooling the compressed and heated intake air. These coolers are designed to increase their surface area from lamellar tubular pieces. In the interior of these pipe sections, the compressed and heated air flows from the turbochargers to the intake pipes and gives off the heat to the corrugated pipe fins. On the outside of the tube fins, cooling air flows in the opposite direction around the fins and dissipates the heat here. The oppositely directed air flows result in an optimal cooling effect combined with very small installation space and low weight.
  • roller fans 31 are provided on the drive shaft 26.
  • the roller fans mean that the motor does not have to be supplied with a cooling air flow from the outside.
  • the cylinders are always cooled by the roller fans as long as the drive shaft rotates, i.e. the engine is running.
  • a water cooling device 35 with two separate cooling circuits for cooling the two engine blocks 2, 3 is arranged.
  • a cooling fan 30 is provided in this area in order to increase the cooling capacity.
  • This cooling fan 30 provides an air flow both for the two charge air coolers and for the water cooling device 35.
  • a fan housing of the cooling fan is designed such that a part of the cooling air flow leads to the charge air coolers in the upper region. The lower area ensures the supply of the cooling air flow to the water cooling device 35.
  • generators 34 At an output-side end 32 of the drive shaft there are two separate generators 34 in order to ensure an adequate power supply at all times, ie even if one generator fails. These generators can also be electric drives to form a hybrid drive.
  • camshaft drive explained above is arranged centrally on the intermediate plate.
  • the camshaft and oil pump drives can be arranged on the opposite / outer housing sides.
  • the internal combustion engine can also have an electric drive ( Figures 2 and 7 ) have, whereby the internal combustion engine is designed as a hybrid drive.
  • the provision of the electric drive means that even if both engine blocks of the internal combustion engine fail, sufficient power or torque can be made available on the drive shaft for emergency operation (e.g. to reach the next airfield) in order for a vehicle equipped with the internal combustion engine, in particular a Aircraft to drive.
  • sensors are provided with which an operating state of the two engine blocks can be detected independently of one another.
  • These sensors can preferably be designed to independently detect the torque of the two engine blocks or also the exhaust gas temperatures of the two engine blocks or to record other suitable parameters for determining the operating state. These sensors are therefore subsumed below under the term operating state sensors.
  • the operating state sensors can be arranged in both clutches as torque sensors.
  • the torque sensors can be designed as electronic sensors for torque detection, for example as piezoelectric sensors or non-contact torque sensors.
  • the Fraunhofer ITWM sells an inductive sensor for the contactless detection of torques.
  • the measurement concept of the sensor is based on the anisotropic magnetostrictive effect in ferromagnetic shaft surfaces. Depending on the mechanical torsional stress at the measuring point, this effect causes a different magnetic permeability in the direction of the tensile stresses and compressive stresses. This change in permeability is measured with the sensor, which is proportional to the torsional stress on the shaft surface in a large measuring range.
  • Another option for torque detection is to mount a spring-loaded roller on the gearbox, e.g. to provide a tension pulley adjacent to a run of the belt.
  • a spring-loaded roller e.g. to provide a tension pulley adjacent to a run of the belt.
  • one or the other strand of the belt is tensioned. This tension can be measured with the tension pulley and a corresponding sensor.
  • At least two exhaust gas sensors can also be provided, which are correspondingly integrated into the exhaust gas system of the two engine blocks in such a way that the exhaust gas temperatures of the two engine blocks can be monitored independently of one another.
  • the internal combustion engine according to the invention has a control device (not shown) which monitors the torque and / or the exhaust gas temperature of the two engine blocks by means of the sensors. As soon as the torque of one of the two engine blocks over a longer period, e.g. B. greater than 0.5, or 1, or 1.5, or 2, or 3 or 4 seconds, a predetermined difference to the other engine block, the control device controls the clutch of the corresponding engine block and disengages it . In this way, the crankshaft of this engine no longer has to be rotated and the other engine can continue to work without the frictional resistance of the failed engine block.
  • a control device not shown
  • manual disengagement can also be provided in addition or as an alternative.
  • the internal combustion engine according to the invention comprises two identical engines or engine blocks, with the exception of the mirrored camshaft, which each can be operated independently.
  • One possibility for reducing the number of components would be to separate the cooling water and oil tanks and coolers on the circuit side, but to combine the double tanks or coolers into a double component.
  • the two gears can also be arranged in the area of the intermediate plate.
  • the at least two engine blocks are arranged in a V-shape.
  • the internal combustion engine according to the invention comprises all components that are necessary for operating an engine block of the engine in duplicate, only the drive shaft is present only once. This means that there are two completely separate power grids that are supplied by two separate generators and that are connected to the on-board supply via diodes for protection.
  • the engine according to the invention has two separate cooling and oil circuits and, accordingly, two cooling water and two oil pumps. This means that even if one engine block fails, operation of the second engine block is ensured.
  • Reference list 1 Internal combustion engine 27 transmission 2nd first engine block 28 clutch 3rd second engine block 32 output side end of the drive shaft 4th cylinder 5 first crankshaft 33 camshaft 6 second crankshaft 34 generator 7 output end 35 Water cooling device 8th first crankcase 36 Crank arm 9 output end 37 Electric drive 10th second crankcase 38 Intercooler 11 Intermediate plate 39 Device for decoupling rocker arms 12th Holes 13 Recesses 40 rocker arm 14 Pipe piece 41 Push rod 15 Stiffening struts 42 Hydraulic cylinder 16 Bearing hole 43 Eccentric shaft 17th Storage facility 44 Valve 18th bearing end 45 feather 19th bearing end 46 feather 20th tubular section 47 first gear 21 cone-shaped section 48 second gear 22 Camshaft drive 49 third gear 23 Oil pump drive 50 fourth gear 24th V-recess 51 fifth gear 25th Cylinder head 52 casing 26 drive shaft 29 turbocharger 30th Cooling fan 31 Roller fan

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Supercharger (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
EP15771961.8A 2014-09-30 2015-09-30 Verbrennungsmotor Active EP3201437B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL15771961T PL3201437T3 (pl) 2014-09-30 2015-09-30 Silnik spalinowy

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102014114183.0A DE102014114183A1 (de) 2014-09-30 2014-09-30 Verbrennungsmotor
PCT/EP2015/072636 WO2016050885A1 (de) 2014-09-30 2015-09-30 Verbrennungsmotor

Publications (2)

Publication Number Publication Date
EP3201437A1 EP3201437A1 (de) 2017-08-09
EP3201437B1 true EP3201437B1 (de) 2020-04-22

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US (1) US10837282B2 (zh)
EP (1) EP3201437B1 (zh)
CN (1) CN107250484B (zh)
DE (1) DE102014114183A1 (zh)
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WO (1) WO2016050885A1 (zh)

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DE102014221293A1 (de) * 2014-10-21 2016-04-21 Volkswagen Aktiengesellschaft Verfahren und Steuervorrichtung zum Erkennen eines Verbrennungsvorgangs einer Verbrennungskraftmaschine eines Hybridfahrzeugs
CN108331663B (zh) * 2018-02-07 2019-08-30 广西玉柴机器股份有限公司 大功率v型多缸柴油机系统
CN108252803B (zh) * 2018-02-07 2022-04-01 广西玉柴机器股份有限公司 V型12缸柴油机
WO2019183428A1 (en) * 2018-03-22 2019-09-26 Continental Motors, Inc. Engine ignition timing and power supply system
WO2020234857A1 (en) * 2019-05-22 2020-11-26 Viveknath Richards Four stroke internal combustion engine of v-twin layout with innovative arrangement

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Also Published As

Publication number Publication date
US10837282B2 (en) 2020-11-17
CN107250484A (zh) 2017-10-13
CN107250484B (zh) 2020-03-17
US20180051563A1 (en) 2018-02-22
WO2016050885A1 (de) 2016-04-07
DE102014114183A1 (de) 2016-04-14
EP3201437A1 (de) 2017-08-09
PL3201437T3 (pl) 2021-01-11

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