EP3260692B1 - Moteur à combustion interne, notamment moteur à pistons alternatifs - Google Patents

Moteur à combustion interne, notamment moteur à pistons alternatifs Download PDF

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Publication number
EP3260692B1
EP3260692B1 EP17000954.2A EP17000954A EP3260692B1 EP 3260692 B1 EP3260692 B1 EP 3260692B1 EP 17000954 A EP17000954 A EP 17000954A EP 3260692 B1 EP3260692 B1 EP 3260692B1
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EP
European Patent Office
Prior art keywords
cylinder
combustion engine
internal combustion
sliding element
wall
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EP17000954.2A
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German (de)
English (en)
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EP3260692A1 (fr
Inventor
Peter Scharf
Stefan Schmidt
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MAN Truck and Bus SE
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MAN Truck and Bus SE
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Publication of EP3260692A1 publication Critical patent/EP3260692A1/fr
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    • 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
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/18—Other cylinders
    • F02F1/20—Other cylinders characterised by constructional features providing for lubrication
    • 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
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/004—Cylinder liners
    • 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
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/18—Other cylinders
    • 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
    • F02B61/00—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing

Definitions

  • the invention relates to an internal combustion engine, in particular a reciprocating piston internal combustion engine, according to the preamble of claim 1, a cylinder liner set according to the preamble of claim 14 and a vehicle, in particular a utility vehicle, with the internal combustion engine according to claim 15.
  • Internal combustion engines in particular reciprocating piston internal combustion engines, regularly have at least one cylinder which has a cylinder track as a guide for a piston assigned to the cylinder.
  • the coating can be formed, for example, by a PVD layer (PVD: Physical Vapor Deposition) or PA-CVD layer (Plasma-Assisted Chemical Vapor Deposition), in particular by DLC layers (DLC: Diamond like Carbon Coating).
  • a friction-reducing coating in order to reduce the friction between the cylinder wall and the associated piston.
  • a coating can be formed, for example, by a thermal spray layer or likewise by a DLC layer, in particular in connection with laser textures.
  • the coating of the cylinder liner or the cylinder wall forming the cylinder liner is often difficult, however, since the cylinder wall is regularly difficult to access, in particular due to the diameter / height ratio of the cylinder. The coating can therefore often not be applied with the desired coating quality.
  • a method for producing a wear-resistant cylinder for an internal combustion engine in which a wear-resistant annular element is provided in an area of the cylinder close to the cylinder head.
  • the further one JP H11 311 501 A discloses a cylinder of an internal combustion engine in which a part of the cylinder liner is formed by an annular element.
  • the further one DE 31 23 080 A1 discloses a reciprocating piston machine in which a liner inserted in a cylindrical recess is provided in the upper cylinder area, in which only the upper piston part is guided when the piston is provided with a compression and oil control ring at the top dead center.
  • the object of the invention is to provide an internal combustion engine, in particular a reciprocating piston internal combustion engine, in which the friction between the cylinder track and the associated piston or the piston rings of the piston is reduced in a simple manner in terms of production technology.
  • an internal combustion engine in particular a reciprocating piston internal combustion engine, is proposed with at least one cylinder having a cylinder raceway, the cylinder raceway forming a guide for a piston assigned to the cylinder, the cylinder raceway only partially through a cylinder wall of a crankcase or at
  • the cylinder liner is fixed to the crankcase, the cylinder liner being formed in a central region, viewed in the cylinder axial direction, by the cylinder wall on the crankcase side or cylinder liner side, the crankcase side or cylinder liner side cylinder wall on an upper region adjoining the central region and / or has a circumferential recess, in particular in the circumferential direction of the cylinder, on a lower region of the cylinder race that adjoins the central region and into which a one-piece s or multi-part annular sliding element is used, the radially inner sliding element wall of which forms part of the cylinder raceway.
  • the friction between the cylinder and the piston / piston rings can easily be reduced in terms of production technology, since the cylinder wall on the crankcase side or on the cylinder liner side no longer has to be provided with a friction-reducing coating on the upper and / or lower region of the cylinder track Reduce friction between the cylinder and the piston / piston rings.
  • the sliding element with optimized sliding properties is now simply inserted into the recess of the cylinder wall on the crankcase side or on the cylinder liner side at the upper and / or the lower region, in particular at the upper and lower dead center, of the cylinder liner.
  • the sliding properties of the respective sliding element can be optimized as desired in a technically particularly simple and efficient manner before it is inserted into the respective recess.
  • the sliding element can easily be provided with a friction-reducing surface coating before it is inserted into the recess.
  • the process complexity and the costs are significantly reduced in comparison to a coating of the cylinder wall on the crankcase side or on the cylinder liner side.
  • the central region of the cylinder liner is arranged in such a way that a hydrodynamic sliding bearing is formed on it during operation of the internal combustion engine between the cylinder wall and the associated piston.
  • a hydrodynamic sliding bearing is formed on it during operation of the internal combustion engine between the cylinder wall and the associated piston.
  • the upper and / or the lower region of the cylinder track is further preferably arranged in such a way that mixed friction, in particular mixed friction and static friction, prevails between the respective sliding element and the associated piston during operation of the internal combustion engine.
  • the friction between the cylinder race and the associated piston can be reduced particularly effectively by means of the respective sliding element. It is preferably provided that during the operation of the internal combustion engine, a coefficient of friction between the respective sliding element and the associated piston lies in a range from 0.01 to 0.06 at the upper and / or lower region of the cylinder barrel, in order to make the internal combustion engine particularly efficient to be able to operate.
  • the upper region of the cylinder race is preferably formed by an upper end region of the cylinder race.
  • the lower region of the cylinder race is likewise preferably formed by a lower end region of the cylinder race.
  • the upper region of the cylinder track is further preferably arranged such that an outer sliding wall of the associated piston is in contact with the sliding element at least at the top dead center (TDC) of the piston.
  • TDC top dead center
  • This can cause friction and wear on the cylinder barrel can be reduced in a particularly effective manner.
  • the outer sliding wall of the piston is in contact with the sliding element at least in a crank angle range of the internal combustion engine from 10 ° crank angle before TDC to 15 ° crank angle after TDC.
  • the term “piston” is to be understood here in a broad sense above and below and is intended to include not only the piston but also piston rings associated with the piston.
  • the lower region of the cylinder raceway can also be arranged such that an outer slide path of the associated piston is in contact with the sliding element at least at the bottom dead center (UT) of the piston. It is preferably provided that the outer sliding wall of the piston is in contact with the sliding element at least in a crank angle range of the internal combustion engine from 10 ° crank angle before UT to 15 ° crank angle after UT.
  • the length or height of the cylinder track is many times greater than the height of the annular sliding element. With such a height difference, the provision of the sliding elements according to the invention is particularly effective.
  • the length or the height of the cylinder race is particularly preferably at least four times as large as the height of the annular sliding element.
  • the material of the respective sliding element and the material of the cylinder wall further preferably have an essentially identical coefficient of thermal expansion. This reliably prevents temperature-related edges or jumps from forming between the cylinder wall on the crankcase side or the cylinder liner side and the respective sliding element, so that there is always an essentially smooth transition between the cylinder wall and the respective sliding element. It is preferably provided that the material of the sliding element and the material of the cylinder wall are essentially identical. In a preferred specific embodiment, the material of the sliding element and the material of the cylinder wall are made of steel, cast iron or aluminum.
  • the annular sliding element is coated on the inside with a sliding layer in order to further reduce the friction and wear of the internal combustion engine. It is preferably provided that the sliding layer DLC layer and / or by APS layer (APS: atmospheric plasma spraying) is formed.
  • the APS layer can, for example, be metallic, metal-ceramic or all-ceramic.
  • a support layer or stabilization layer is preferably provided between the sliding layer and a base material of the annular sliding element, in particular formed by aluminum.
  • a support layer reliably counteracts the so-called eggshell effect, that is to say breaking of the layer by plastic deformation of the aluminum base material, for example.
  • the support layer is formed by a chemical nickel layer.
  • the radially inner sliding element wall of the respective sliding element has a lower surface roughness than a wall area of the cylinder wall on the crankcase side or on the cylinder liner side forming the cylinder track. This effectively reduces the friction and wear of the internal combustion engine and at the same time simplifies the manufacture of the internal combustion engine, since the cylinder wall of the crankcase or the cylinder liner, which is usually difficult to access, is provided with a lower surface roughness than the easy-to-process sliding elements.
  • the respective sliding element is preferably in a flat contact connection with the crankcase or the cylinder liner in order to be able to fasten the sliding element simply and reliably.
  • the sliding element is further preferably connected to the crankcase or the cylinder liner in a positive and / or material connection, in particular by means of an adhesive connection or a welded connection, in order to reliably fasten the sliding element to the crankcase or the cylinder liner.
  • the respective sliding element is preferably fixed on the crankcase or the cylinder liner by thermal joining or mechanical pressing.
  • the recess of the cylinder wall seen in cross section, has an essentially U-shaped contour in order to make the recess simple and functionally optimized.
  • the annular sliding element is essentially rectangular in cross section in order to make the annular sliding element simple in terms of production technology. More preferably, the sliding element is contour-matched in the associated recess.
  • a cylinder liner set is furthermore claimed, with a cylinder liner forming a cylinder liner, the cylinder liner being only partially formed by a cylinder wall of the cylinder liner, the cylinder liner passing through a central region, viewed in the cylinder axial direction the cylinder wall of the cylinder liner is formed, the cylinder wall of the cylinder liner on an upper region adjoining the central region upwards and / or on a lower region of the cylinder liner adjoining the central region downwards, has a circumferential depression, in particular running in the circumferential direction of the cylinder, into each of which a one-part or multi-part annular sliding element as Part of the set can be used, wherein a radially inner sliding element wall of the sliding element used forms part of the cylinder track.
  • the annular sliding element is coated on the inside with a sliding layer.
  • a vehicle in particular a commercial vehicle, is also claimed with the internal combustion engine according to the invention.
  • the advantages resulting from the vehicle according to the invention are also identical to the advantages of the internal combustion engine according to the invention that have already been recognized, so that they are not repeated here either.
  • FIG. 1 part of an internal combustion engine 1 according to the invention is shown in a sectional view.
  • the internal combustion engine 1 designed as a reciprocating piston internal combustion engine has a crankcase 3 and a cylinder liner 5 fixed to the crankcase 3.
  • the cylinder liner 5 is fixed here by way of example on the crankcase 3 by means of a press connection.
  • the cylinder liner 5 has a cylinder wall 7 radially on the inside, which forms a cylinder of the internal combustion engine 1, in the cylinder space 9 of which a piston 11 of the internal combustion engine 1, indicated by dashed lines, is arranged.
  • the cylinder wall 7 here forms a central region 13 of a cylinder raceway, viewed in the cylinder axial direction x, by means of which the piston 11 is guided.
  • the cylinder wall 7 here has a circumferential recess 17 in an upper region 15 of the cylinder race, as seen in the cylinder axial direction x and adjoining the central region 13 of the cylinder race, into which a ring-shaped sliding element 19, for example one-piece, is inserted.
  • a radially inner sliding element wall 21 of the annular sliding element 19 likewise forms part of the cylinder race here.
  • the cylinder wall 7 also has a circumferential recess 23 in a lower region 22, as seen in the cylinder axial direction x and adjoining the central region 13, into which a ring-shaped sliding element 25 is also inserted, by way of example.
  • a radially inner sliding element wall 27 of the sliding element 25 also forms part of the cylinder race here.
  • the sliding elements 19, 25 can be fixed on the cylinder liner 5, for example, by thermal joining or mechanical pressing.
  • the sliding elements 19, 25 are, for example, essentially identical or structurally identical.
  • crankcase 3, the cylinder liner 5 are made of cast iron (GJL) and the sliding elements 19, 25 are made of steel here.
  • the cylinder liner 5 and the sliding elements 19, 25 form a cylinder liner set here.
  • the upper region 15 of the cylinder raceway or the upper sliding element 19 forms an upper end region of the cylinder raceway.
  • the lower region 22 or the lower sliding element 25 of the cylinder race also forms a lower end region of the cylinder race here, for example.
  • the cylinder track extends essentially from an upper side 29 of the upper slide element 19 over a cylinder track length I ZLB to an underside 31 of the lower slide element 25.
  • a height h G of the respective slide element 19, 25 is, for example, many times greater than the length or the height of the cylinder liner I ZLB .
  • the upper region 15 of the cylinder liner or the sliding element 19 is also arranged here in such a way that an outer sliding wall of the piston 11 is in contact or in contact with the sliding element 19 at least at the top dead center (TDC) of the piston 11.
  • the lower region 22 of the cylinder raceway or the sliding element 25 is also arranged here in such a way that the outer sliding wall of the piston 11 is in contact or in contact with the sliding element 25 at the bottom dead center (UT) of the piston 11.
  • the cylinder wall 7 of the cylinder liner 5 continues here above the recess 17 with a wall region 33 upwards.
  • the cylinder wall 7 continues here below the recess 23 with a wall region 35 downwards.
  • the wall regions 33, 35 and a wall region 37 of the cylinder wall 7 located between the depressions 17, 23 have an identical diameter here by way of example.
  • the diameter of the cylinder wall 7 is enlarged in comparison to the wall regions 33, 35, 37.
  • the central region 13 of the cylinder liner or the wall region 37 of the cylinder wall 7 is arranged here in such a way that a hydrodynamic plain bearing is essentially formed between the wall region 37 of the cylinder wall 7 and the piston 11 during operation of the internal combustion engine 1.
  • the upper region 15 and the lower region 22 of the cylinder raceway or the depressions 17, 23 of the cylinder wall 7 are arranged such that mixed friction prevails between the sliding elements 19, 25 and the piston 11 during operation of the internal combustion engine 1.
  • the sliding elements 29, 25 are arranged here on those areas of the cylinder raceway at which friction occurs during operation of the internal combustion engine 1 and therefore a relatively high energy loss.
  • the respective recess 17, 23 or the respective wall area 39, 41 of the cylinder wall 7 here, viewed in cross section, has an essentially U-shaped contour.
  • the respective sliding element 19, 25 is here according to Fig. 2 rectangular in cross section.
  • the respective sliding element 19, 25 is here, for example, adapted to the contour in the respectively assigned recess 17, 23, so that the respective sliding element 19, 25, with the exception of the respective radially inner sliding element wall 21, 27, is in contact with the respective wall area 39, 41 of the cylinder wall 7 is.
  • the sliding elements 19, 25 are here also connected to the cylinder liner 5 in a flat contact connection and positively connected to the cylinder liner.
  • the respective sliding element 19, 25 is also coated on the inside or radially inside with a sliding layer 43, by means of which the friction between the sliding elements 19, 25 and the piston 11 is reduced.
  • This sliding layer 43 is preferably formed by a DLC layer or by an APS layer.
  • the sliding layer 43 is applied here directly to the base body 45 of the respective sliding element 19, 25 formed here by way of example by steel.
  • the radially inner sliding element wall 21, 27 of the respective sliding element 19, 25 also has, for example, a lower surface roughness than the wall region 37 of the cylinder wall 7.
  • the respective sliding element 19, 25 is here also formed in one piece or by a ring closed in the circumferential direction.
  • FIG. 4 A second embodiment of the internal combustion engine 1 according to the invention is shown.
  • the respective sliding element 19, 25 is not formed here in one part, but in several parts.
  • the respective sliding element 19, 25 is composed here of several, here three examples of ring segments 49.
  • the ring segments 49 are essentially identical or identical in construction.
  • FIG. 5 A third embodiment of the internal combustion engine 1 is shown. Compared to that in Figure 1 The first embodiment shown does not have the cylinder liner 5 here. Instead, the cylinder wall 7 forming the cylinder is formed here by the crankcase 3 itself. Furthermore, the crankcase 3 and the sliding elements 19, 25 are not made of steel, but of aluminum.
  • a supporting layer 51 is provided between the sliding layer 43 and the base body 45 of the respective sliding element 19, 25 formed here by aluminum, by means of which the stability of the sliding layer 43 is increased or the eggshell effect of the sliding layer 43 is counteracted.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)
  • Pistons, Piston Rings, And Cylinders (AREA)

Claims (15)

  1. Moteur à combustion interne, en particulier moteur à combustion interne à pistons alternatifs, comprenant au moins un cylindre comprenant une surface de glissement de cylindre, la surface de glissement de cylindre formant un guide pour un piston (11) associé au cylindre,
    la surface de glissement de cylindre n'étant formée que partiellement par une paroi de cylindre (7) d'un carter de vilebrequin (3) ou d'une chemise de cylindre (5) fixée au carter de vilebrequin (3), la surface de glissement de cylindre étant formée par la paroi de cylindre (7) au niveau d'une région centrale (13) vue dans la direction axiale (x) du cylindre,
    la paroi de cylindre (7) comprenant, au niveau d'une région supérieure (15) se raccordant vers le haut à la région centrale (13) et/ou au niveau d'une région inférieure (22), se raccordant vers le bas à la région centrale (13), de la surface de glissement de cylindre, un évidement (17, 23) périphérique s'étendant en particulier dans la direction périphérique du cylindre, évidement dans lequel est inséré respectivement un élément de glissement (19, 25) annulaire en une partie ou en plusieurs parties, dont la paroi d'élément de glissement (21, 37) radialement intérieure forme une partie de la surface de glissement de cylindre,
    caractérisé en ce que
    l'élément de glissement (19, 25) annulaire est revêtu, du côté intérieur, par une couche de glissement (43).
  2. Moteur à combustion interne selon la revendication 1, caractérisé en ce que la région centrale (13) de la surface de glissement de cylindre est disposée de telle sorte qu'un palier lisse hydrodynamique se forme sensiblement entre la paroi de cylindre (7) et le piston (11) associé au niveau de cette surface centrale pendant le fonctionnement du moteur à combustion interne (1).
  3. Moteur à combustion interne selon la revendication 1 ou 2, caractérisé en ce que les régions supérieure et/ou inférieure (15, 22) de la surface de glissement de cylindre sont disposées de telle sorte qu'au niveau de celles-ci, pendant le fonctionnement du moteur à combustion interne (1), une friction mixte règne entre l'élément de glissement (19, 25) respectif et le piston (11) associé, un coefficient de friction entre l'élément de glissement (19, 25) respectif et le piston (11) associé au niveau des régions supérieure et/ou inférieure (15, 22) de la surface de glissement de cylindre étant compris de préférence dans une plage de 0,01 à 0,06 pendant le fonctionnement du moteur à combustion interne (1).
  4. Moteur à combustion interne selon l'une des revendications précédentes, caractérisé en ce que la région supérieure (15) de la surface de glissement de cylindre forme une région d'extrémité supérieure de la surface de glissement de cylindre, et/ou en ce que la région inférieure (22) de la surface de glissement de cylindre forme une région d'extrémité inférieure de la surface de glissement de cylindre.
  5. Moteur à combustion interne selon l'une des revendications précédentes, caractérisé en ce que la région supérieure (15) de la surface de glissement de cylindre est disposée de telle sorte qu'une paroi de glissement extérieure du piston (11) associé est en contact avec l'élément de glissement (19) au moins au point mort haut (OT) du piston (11), la paroi de glissement extérieure du piston (11) étant de préférence en contact avec l'élément de glissement (19) au moins dans une plage d'angles de vilebrequin du moteur à combustion interne de 10° d'angle de vilebrequin avant le point mort haut à 15° d'angle de vilebrequin après le point mort haut.
  6. Moteur à combustion interne selon l'une des revendications précédentes, caractérisé en ce que la région inférieure (22) de la surface de glissement de cylindre est disposée de telle sorte qu'une paroi de glissement extérieure du piston (11) associé est en contact avec l'élément de glissement (25) au moins au point mort bas (UT) du piston (11), la paroi de glissement extérieure du piston (11) étant de préférence en contact avec l'élément de glissement (25) au moins dans une plage d'angles de vilebrequin du moteur à combustion interne (1) de 10° d'angle de vilebrequin avant le point mort bas à 15° d'angle de vilebrequin après le point mort bas.
  7. Moteur à combustion interne selon l'une des revendications précédentes, caractérisé en ce que la longueur (IZLB) de la surface de glissement de cylindre est un multiple de la hauteur de l'élément de glissement (19, 25) annulaire, de préférence est au moins quatre fois plus grande que celle-ci.
  8. Moteur à combustion interne selon l'une des revendications précédentes, caractérisé en ce que le matériau de l'élément de glissement (19, 25) et le matériau de la paroi de cylindre (7) présentent un coefficient de dilatation thermique sensiblement égal, le matériau de l'élément de glissement (19, 25) et le matériau de la paroi de cylindre (7) étant de préférence réalisés de manière sensiblement identique et/ou étant de préférence fabriqués à partir d'acier, de fonte ou d'aluminium.
  9. Moteur à combustion interne selon l'une des revendications précédentes, caractérisé en ce que la couche de glissement (43) est formée par une couche DLC (couche de carbone sous forme de diamant amorphe) et/ou par une couche APS (couche obtenue par projection plasma atmosphérique).
  10. Moteur à combustion interne selon la revendication 9, caractérisé en ce qu'une couche de support (51) est prévue entre la couche de glissement (43) et un matériau de base, formé en particulier par de l'aluminium, de l'élément de glissement (19, 25) annulaire, la couche de support (51) étant formée de préférence par une couche de nickel chimique.
  11. Moteur à combustion interne selon l'une des revendications précédentes, caractérisé en ce que la paroi d'élément de glissement (21, 27) radialement intérieure de l'élément de glissement (19, 25) respectif présente une rugosité de surface inférieure à celle d'une région de paroi (37), formant la surface de glissement de cylindre, de la paroi de cylindre (7) côté carter de vilebrequin ou côté chemise de cylindre.
  12. Moteur à combustion interne selon l'une des revendications précédentes, caractérisé en ce que l'élément de glissement (19, 25) est en liaison d'appui plan avec le carter de vilebrequin (3) ou la chemise de cylindre (5), et/ou en ce que l'élément de glissement (19, 25) est relié par liaison de matière au carter de vilebrequin (3) ou à la chemise de cylindre (5).
  13. Moteur à combustion interne selon l'une des revendications précédentes, caractérisé en ce que l'évidement (17, 23) de la paroi de cylindre (7) présente, vu en section transversale, un contour sensiblement en forme de U, et/ou en ce que l'élément de glissement (19, 25) annulaire est de forme rectangulaire en section transversale, et/ou en ce que l'élément de glissement (19, 25) est logé dans l'évidement associé (17, 23) de manière adaptée au contour.
  14. Ensemble de chemises de cylindre pour un moteur à combustion interne selon l'une des revendications précédentes, comprenant une chemise de cylindre (3) formant une surface de glissement de cylindre,
    la surface de glissement de cylindre n'étant formée que partiellement par une paroi de cylindre (7) de la chemise de cylindre (5), la surface de glissement de cylindre étant formée par la paroi de cylindre (7) de la chemise de cylindre (5) au niveau d'une région centrale (19) vue dans la direction axiale du cylindre,
    la paroi de cylindre (7) de la chemise de cylindre (5) comprenant, au niveau d'une région supérieure (15) se raccordant vers le haut à la région centrale (13) et/ou au niveau d'une région inférieure (22), se raccordant vers le bas à la région centrale (13), de la surface de glissement de cylindre, un évidement (17, 23) périphérique s'étendant en particulier dans la direction périphérique du cylindre, évidement dans lequel peut être inséré respectivement un élément de glissement (19, 25) annulaire, en une partie ou en plusieurs parties, de l'ensemble,
    une paroi d'élément de glissement (21, 27) radialement intérieure de l'élément de glissement (19, 25) inséré formant une partie de la surface de glissement de cylindre,
    caractérisé en ce que
    l'élément de glissement (19, 25) annulaire est revêtu, du côté intérieur, par une couche de glissement (43).
  15. Véhicule, en particulier véhicule utilitaire, comprenant un moteur à combustion interne selon l'une des revendications 1 à 13.
EP17000954.2A 2016-06-23 2017-06-06 Moteur à combustion interne, notamment moteur à pistons alternatifs Active EP3260692B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102016007727.1A DE102016007727A1 (de) 2016-06-23 2016-06-23 Brennkraftmaschine, insbesondere Hubkolben-Brennkraftmaschine

Publications (2)

Publication Number Publication Date
EP3260692A1 EP3260692A1 (fr) 2017-12-27
EP3260692B1 true EP3260692B1 (fr) 2020-02-26

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EP17000954.2A Active EP3260692B1 (fr) 2016-06-23 2017-06-06 Moteur à combustion interne, notamment moteur à pistons alternatifs

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US (1) US10539092B2 (fr)
EP (1) EP3260692B1 (fr)
CN (1) CN107542593B (fr)
BR (1) BR102017013590B1 (fr)
DE (1) DE102016007727A1 (fr)
RU (1) RU2741523C2 (fr)

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RU2741523C2 (ru) 2021-01-26
US10539092B2 (en) 2020-01-21
RU2017121939A3 (fr) 2020-07-27
DE102016007727A1 (de) 2017-12-28
BR102017013590A2 (pt) 2018-01-09
RU2017121939A (ru) 2018-12-24
BR102017013590B1 (pt) 2023-05-09
US20170370322A1 (en) 2017-12-28
CN107542593B (zh) 2021-12-03
EP3260692A1 (fr) 2017-12-27
CN107542593A (zh) 2018-01-05

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