EP3362645A1 - Moteur à combustion interne à double manivelle et à compression variable - Google Patents

Moteur à combustion interne à double manivelle et à compression variable

Info

Publication number
EP3362645A1
EP3362645A1 EP16784788.8A EP16784788A EP3362645A1 EP 3362645 A1 EP3362645 A1 EP 3362645A1 EP 16784788 A EP16784788 A EP 16784788A EP 3362645 A1 EP3362645 A1 EP 3362645A1
Authority
EP
European Patent Office
Prior art keywords
piston
rod
piston rod
internal combustion
combustion engine
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.)
Granted
Application number
EP16784788.8A
Other languages
German (de)
English (en)
Other versions
EP3362645B1 (fr
Inventor
Peter Pelz
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.)
Individual
Original Assignee
Individual
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 Individual filed Critical Individual
Publication of EP3362645A1 publication Critical patent/EP3362645A1/fr
Application granted granted Critical
Publication of EP3362645B1 publication Critical patent/EP3362645B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B9/00—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups
    • F01B9/02—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups with crankshaft
    • F01B9/026—Rigid connections between piston and rod; Oscillating pistons
    • 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
    • F01B1/10—Reciprocating-piston machines or engines characterised by number or relative disposition of cylinders or by being built-up from separate cylinder-crankcase elements with more than one main shaft, e.g. coupled to common output shaft
    • 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
    • F02B75/045—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of a variable connecting rod length
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/06—Engines with means for equalising torque
    • F02B75/065—Engines with means for equalising torque with double connecting rods or crankshafts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/32—Engines characterised by connections between pistons and main shafts and not specific to preceding main groups

Definitions

  • the invention relates to an internal combustion engine, in particular reciprocating internal combustion engine, with double crank drive and variable compression.
  • a reciprocating internal combustion engine with double crank drive is known for example from DE 102 47 106 B4.
  • a piston is connected to a crankshaft via a connecting rod in each case
  • reciprocating internal combustion engines with double crank drive have numerous advantages. From Doppelkurbeltrieb forth no lateral forces are exerted on the piston, whereby the friction is reduced, the vibration excitation is lower and the piston can be made flat and shirtless, which is advantageous for the, if necessary, lubrication of the sliding piston ring / cylinder wall or a Can make piston lubrication redundant.
  • the angle of rotation of the crank disks is different from the rotational angle in the subsequent movement of the piston from BDC to TDC when the piston moves from TDC to TDC. This can be used advantageously in the combustion.
  • the torque output is made uniform, which is further supported by the fact that compared to conventional engines with the same piston stroke smaller crank radii of double cranks are required.
  • the compression of a reciprocating internal combustion engine that is, the ratio between the volume of a working chamber formed in the cylinder above the piston at bottom dead center (UT) piston to at top dead center (TDC) piston has, among other things, strong influence on consumption. For example, a higher compression is desired in the partial load range.
  • the compression ratio is typically limited by the tendency to knock, and it may be greater in naturally aspirated engines than in turbocharged engines.
  • diesel engine especially for a safe start a high compression ratio is required. During operation of the diesel engine lowering of the compression ratio is advantageous for low pollutant content in the exhaust gas and friction reasons.
  • variable compression is created only with great effort. The adjustment takes place in known engines only in a very small area.
  • an internal combustion engine with variable compression which has an eccentric crankshaft bearing, wherein between the crankshaft bearing and a gear at least one gear segment and a gear comprehensive gear is arranged a torsionally rigid connection.
  • the gear segment is fixed to an axially outer crankshaft bearing and by means of the gear is for adjusting the eccentric crankshaft bearing torque on the gear segment can be introduced.
  • the previously known Brennkrafhnaschine could not prevail.
  • the invention has for its object to provide a reciprocating internal combustion engine with variable compression.
  • the invention can be used for substantially all types of reciprocating internal combustion engines, such as single and multi-cylinder engines, gasoline, diesel, and gas engines, two-stroke and four-stroke engines.
  • the invention reduces the risk of damage to the entire engine and the load on its parts.
  • the entire engine design is easier and less risky. There are advantages in terms of size and weight, friction, design effort and cost of manufacture, service cost, tolerances and fits, and motor life extension. The crime and the emissions are reduced,
  • FIG. 1 shows a central section through a reciprocating internal combustion engine with double crank drive and variable compression according to a first embodiment
  • FIG. 3 is an enlarged cross-sectional view of a piston with a piston rod, a connecting rod connecting member and an adjusting rod according to a second embodiment
  • FIG. 5 is an enlarged cross-sectional view of a piston with piston rod, a connecting rod connecting member and an adjusting rod according to a third embodiment
  • FIG. 6 is an enlarged view of a portion of the piston rod, the connecting rod connecting member and the adjusting rod according to another embodiment
  • FIG 8 is an enlarged view of a portion of the piston rod, the connecting rod connecting member and the adjusting rod according to another embodiment.
  • a reciprocating internal combustion engine (internal combustion engine) has a cylinder 10 in which a piston 12 is movable along the axis of the cylinder.
  • the piston 12 formed, for example, shirtless is preferably rigidly connected to a piston rod 14 which is guided under sealing linearly movable through a passage 16 which is formed in a partition wall 18 which closes the interior of the cylinder 10 of FIG. 1 down.
  • a working chamber 20 is formed above the piston 12 between the piston 12 and the cylinder head 22 and an upper wall of the cylinder and below the piston 12 between the piston 12 and the partition wall 18, a fresh air chamber 24 is formed.
  • An inlet opening formed in the lower region of the fresh air chamber 24 is connected to an intake passage 26, which can be closed with an intake valve 28.
  • an outlet opening leads into a connection channel 32, in which an intermediate valve 34 is arranged and which is connected to an inlet channel 36, which leads into the working chamber 20 of the internal combustion engine and closable by means of an inlet valve 38, which is designed as a poppet valve, for example is.
  • an outlet channel 40 leads through an unillustrated exhaust system of the reciprocating internal combustion engine to the outside.
  • the outlet channel 40 can be closed by means of an outlet valve 42 designed, for example, as a poppet valve.
  • the piston rod 14 passes through the partition wall 18 into the interior of a double crank drive receiving crankcase 44, in which two crank disks 46 and 48 are rotatably mounted to housing fixed axes of rotation A and B.
  • the crank pulleys 46 and 48 have at circumferences formed with the same diameter circumferential teeth, which mesh with each other.
  • the axes of rotation A and B of the crank disks 46 and 48 extend in a direction perpendicular to the piston rod 14 level and are equidistant from the piston rod 14.
  • the piston rod 14 extends to below the plane in which the axes of rotation A and B lie, such that their lower end is also in the top dead center of the piston 12 below the axes of rotation A and B.
  • the lower end of the piston rod 14 is pivotally connected via con rods 50, 52 with connecting rods 54 and 56, which are arranged on the crank disks 46 and 48 radially within the peripheral teeth eccentric to the axes of rotation A and B of the crank discs 46 and 48.
  • Fig. 1 the piston 12 is shown in a position approximately between the top dead center (TDC) and the bottom dead center (TDC).
  • valves 34 and 38 When operating in the four-stroke process, the valves 34 and 38 are closed and the valves 28 and 42 open starting from located in the bottom dead center piston 12 at an exhaust or exhaust stroke.
  • the piston pushes burned charge out of the working chamber during the exhaust stroke and simultaneously draws in fresh air into the fresh air chamber 24.
  • the valves 28 and 42 are closed and the valves 34 and 38 are depressed so that fresh air in the communication passage 32 and the fresh air chamber 24 is forced into the working chamber 20 through the open valves 34 and 38.
  • only the intake valve 28 is open, so that fresh air is sucked into the fresh air chamber 24 during the compression of the charge located in the working chamber 20.
  • crank disks By means of the external toothings of the crank disks and corresponding grooves etc. in the crankcase, the crank disks can assume the function of liquid pumps for lubrication.
  • a bulge 45 of the crankcase 44 (Fig. 1), the minimum depth is determined by the position of the connecting rod 14 in the UT of the piston 12, a collecting container for a liquid sump 69.
  • a designed only for unpressurized pump simple liquid pump (Not shown) sucks liquid from the liquid sump 70 and leads them to the crank disks 46, 48 for further promotion.
  • a fundamental advantage of a double-cranked internal combustion engine is that the crankcase is completely separated from the piston chamber.
  • the piston must not be lubricated because of its side force-free guidance hei appropriate material pairing between the outside of the piston or one or more provided there piston rings and the inner wall of the cylinder, so that the lubricating oil is not exposed to aging due to the influence of combustion residues or high temperatures and can be present as a lifetime filling.
  • Next can also be dispensed with temporarily or completely on the piston rings and their number can be reduced.
  • Fig. 2 shows schematically an example of the connection of the piston rod 14 to the crank disks 46 and 48 (the rotational position shown in FIG. 2 is not necessarily identical to that shown in FIG. 1 in order to simplify the illustration).
  • the crank disks 46 and 48 have bearing pins 92 and 94, with which they are rotatably mounted on the crankcase. Next, the crank disks 46 and 48 on the side facing away from the bearing journal 92, 94 cylindrical projection portions 60, 62, on which conrod pins 54 and 56 are formed (in Fig. 2 only shown schematically). At the connecting rod 54 and 56 first ends of the connecting rods 50 and 52 are mounted. To connect the connecting rods 50 and 52 to the piston rod 14, a connecting rod connecting member 64 is provided which has a central sleeve-shaped portion 65 and two projecting ears 66 and 68 located on opposite sides of the central sleeve-shaped portion 65 away from the central one sleeve-shaped area 65 extend. Each of the lugs 66, 68 is coupled via a connecting pin 70, 72 to the other (in Fig. 1 lower) end of the corresponding connecting rod 50, 52.
  • an external thread 74 is formed on the end of the piston rod 14 facing away from the piston 12.
  • the external thread 74 extends from the piston 12 facing away from the end of the piston rod 14 over a first length 11 in the longitudinal direction of the piston rod 14.
  • the piston rod 14 is additionally starting from the piston 12 remote from the end of the piston rod 14 via a second length 12 in the longitudinal direction the piston rod 14 is hollow.
  • the inner cross-sectional shape of the piston rod 14 is square in the hollow piston rod portion 78 perpendicular to its longitudinal direction in the present embodiment.
  • the connecting rod connecting member 64 has an internal thread 76 formed in the central sleeve-shaped portion 65, which is screwed onto the external thread 74 of the piston rod 14.
  • the length of the internal thread 76 is preferably shorter than the length of the external thread 74, so that the connecting rod connecting member 64 with respect to the piston rod 14 between the fully screwed state and the maximum unscrewed state in which the threads still securely interlock by a predetermined third length 13 (FIG. Adjustment, Verstellin) in the longitudinal direction of the piston rod 14 are movable relative to each other.
  • 1 shows a maximum screwed-in position of the connecting rod connecting component 64 (position with the greatest compression ratio), in which the connecting rod connecting component is arranged as close as possible to the piston.
  • the length 13 is in Fig. 1, starting from the upper edge of the connecting rod connecting member 64. In the maximum unscrewed position (position with the lowest compression ratio), the threads are still securely engaged.
  • an adjusting rod 80 is provided, which is arranged coaxially with the piston rod 14.
  • the adjustment rod 80 has an engagement portion 82 extending from the end facing the piston 12 over at least a fourth length 14 (not shown) equal to or greater than the piston stroke.
  • the outer cross-sectional shape of the engaging portion 82 perpendicular to the longitudinal extent of the adjusting rod 80 is square in the present embodiment according to the inner cross-sectional shape of the hollow piston rod portion 78, so that the engaging portion 82 is slidably inserted in the hollow piston rod portion 78 in the longitudinal direction.
  • the engagement region 82 and the hollow piston rod region 78 are non-rotatably coupled to one another about the longitudinal axis on account of the complementary outer cross-sectional shape.
  • the depth or length at which the adjusting rod 80 projects into the piston rod 14 depends on the instantaneous position of the piston.
  • the adjusting rod 80 has on the side facing away from the piston 12 of the engaging portion 82 further comprises a feedthrough region 83.
  • the feedthrough area 83 has a rotationally symmetrical (circular) outer cross-sectional shape in the present embodiment.
  • a gear 84 is mounted on the adjusting rod 80 at its end portion facing away from the piston 12 in a conventional manner.
  • the adjusting rod 80 extends in the assembled state of the engine from a lower, relative to the crankcase 44 fixed bearing 86 under seal (not shown) through the bulge 45 of the crankcase 44 into the hollow piston rod portion 78 of the piston rod 14 inside.
  • the total length of the adjusting rod 80 is preferably selected so that the adjusting rod 80 in the TDC of the piston 12 for an adjustment sufficiently with the hollow piston rod portion 78 is engaged or projects into this.
  • the adjusting rod 80 is axially fixed but rotatably mounted in the bearing 86.
  • the engagement portion 82 is arranged and formed such that the piston rod 14 is slidably engaged therewith between the TDC and TDC.
  • a motor (actuator) 88 is provided, which is arranged and formed via a gear 90 for driving the adjusting rod 80.
  • the compression of the reciprocating internal combustion engine can be variably set as follows:
  • the connecting rod connecting member 64 is via its internal thread 76 with the external thread 74 of the piston rod 14 in engagement.
  • a position of the connecting rod connecting component 64 on the piston rod 14 in the longitudinal direction of the piston rod 14 can be changed.
  • the ratio of the volume of the working chamber 20 in UT of the piston 12 to the volume of the working chamber 20 in the TDC of the piston 12 ie the ratio of the maximum volume to the minimum volume (compression ratio) is determined , By changing this position, therefore, the compression ratio can be changed.
  • the connecting rod connecting member 64 is in the present embodiment, due to the two-sided connection or articulation to the connecting rods 50 and 52 is not rotatable with respect to the stationary crankcase 44. An adjustment is therefore carried out by rotating the piston rod 14 by means of the rotationally fixed but axially displaceable in the piston rod 14 Adjustment rod 80.
  • the piston rod 14 can be freely rotated due to its rotationally symmetrical shape in the region of the passage 16 through the partition wall 18, without reducing the seal between the partition wall 18 and the piston rod 14.
  • the non-rotatably connected to the piston rod 14 in this embodiment the piston 12 can be rotated freely in the cylinder 10 due to its rotationally symmetrical shape.
  • the adjusting rod 80 is rotated by operating the electric motor 88 by means of the gears 90 and 84. Due to the sliding in the longitudinal direction of the adjusting rod 80 and the piston rod 14 mounting the adjusting rod 80 in the piston rod 14, the adjusting rod 80 does not prevent the upward and downward movement of the piston rod 14 during operation of the reciprocating internal combustion engine.
  • the compression or the degree of compression can thus be adjusted or adjusted in a simple manner during operation of the reciprocating internal combustion engine.
  • the thread pitch of réellegwindes 76 and the external thread 74 is selected so that self-locking prevails. This will allow that the adjusting rod 80 is guided without torque in the piston rod 14 after adjustment.
  • a second embodiment is shown in which in particular the connecting rod connecting member, the piston rod and the adjusting rod are formed differently from the first embodiment.
  • Fig. 4 shows the cross-sectional view A-A of Fig. 3. Since the construction, structure and function of the other reciprocating internal combustion engine is unchanged from the first embodiment, the same is neither shown nor described. For components similar or equal to the first embodiment, the same reference numerals will be used and only the differences from the first embodiment will be described.
  • the piston rod 14 is formed according to the second embodiment, starting from the piston 12 remote from the end of the piston rod 14 via the second length 12 in the longitudinal direction of the piston rod 14 hollow.
  • the piston rod 14 has a tapered region 106 at its end facing away from the piston 12.
  • the tapered portion has no external thread.
  • the tapered portion 106 instead has a groove portion 108 which forms a circumferential groove in the piston rod 14.
  • a sleeve or cover member 110 is placed on the piston 12 facing away from the end of the piston rod 14 and the tapered portion 106.
  • the sleeve component 110 has a substantially pot-shaped design and has a radially inwardly projecting projection region 114 at its end opposite the bottom of the pot 112.
  • the sleeve member 110 has an inner circumference slightly larger than the outer circumference of the tapered portion 106 of the piston rod 14.
  • the protrusion portion 114 is formed so as to be slightly smaller in width and depth than the groove portion 108 of the piston rod 14.
  • the sleeve component 110 placed on the piston rod 14 is fixed to the piston rod 14 in the longitudinal direction of the piston rod 14 but is freely rotatable relative to the piston rod 14 about the longitudinal axis thereof.
  • the sleeve member 110 itself may, for example, consist of two halves.
  • the two halves are mounted on the piston rod 14 so that the projection portions 114 engage in the groove portion.
  • the connecting rod connecting member 64 is screwed from below (before the connecting rods are mounted thereto), whereby the two halves fixed to each other and are attached to the piston rod 14.
  • the connecting rod connecting member 54 may be formed of two halves bolted together.
  • the through-hole 118 preferably has a non-rotationally symmetrical (non-round) inner cross-sectional shape.
  • the structure of the connecting rod connecting member 64 substantially corresponds to that of the first embodiment. That is, as in the first embodiment, the connecting rod connecting member 64 has opposite bosses 66 and 68 for connection to the connecting rods 50 and 52 and a central sleeve-shaped portion 65 in whose inner circumference an internal thread 76 is formed. The internal thread 76 is designed to engage with the external thread 116 of the sleeve component 110.
  • an adjusting rod 80 is formed, which has a preferably circularly symmetrical in cross section (circular) lead-through area 83.
  • the adjusting rod 80 has a gear 84 and is axially fixed but rotatably mounted on a wall, not shown.
  • the engaging portion 82 of the adjusting rod 80 according to the second embodiment is formed similarly as in the first embodiment as a non-rotationally symmetrical (non-circular) outer cross-sectional shape portion so as to be slidably guided in the through hole 118 in the sleeve member 110 in the longitudinal direction of the adjusting rod 80 while being non-rotatable is connected to the sleeve member 110.
  • the position of the connecting rod connecting member 64 with respect to the piston rod 14 is changed in that relative movement between the sleeve member 110 and the connecting rod connecting member 64 is caused by rotation of the sleeve member 110 longitudinally engaged with the piston rod 14 Longitudinal direction of the piston rod 14 takes place.
  • the rotation of the sleeve member 1 10 is achieved by the rotationally fixed engagement with the adjusting rod 80 which is driven by a motor / actuator, not shown.
  • no relative rotation between the piston rod 14 and the connecting rod bonding component 64 take place.
  • the piston rod 14 and the piston 12 are therefore not rotated during the adjustment or can independently of the connecting rod connecting member 64 and the adjusting rod 14 rotate.
  • the sleeve component 110 described above as being mounted can also be constructed in several parts (for example, from the bottom and a plurality of hollow cylinders which are screwed together) and can be rotatably mounted on the piston rod 14.
  • Fig. 5 shows a third embodiment, in which in particular the piston rod and the connecting rod connecting member are formed differently from the second embodiment. Since the construction, structure and function of the other reciprocating internal combustion engine is unchanged, the same is neither shown nor described. Further, for components similar or equal to the first or second embodiment, the same reference numerals will be used and only the differences from the first and second embodiments will be described.
  • the structure of the third embodiment is substantially the same as that of the second embodiment. That is, as in the second embodiment, an adjustment of the point of the connecting rod connecting member 64 on the piston rod 14 by rotating the rotatably mounted on the piston rod 14 sleeve member 110 takes place.
  • the piston rod 14 in its tapered end portion 102 has a slot 103.
  • the length of the elongated hole 103 corresponds at least to the maximum adjustment length 13 of the sleeve component 110 with respect to the connecting rod connecting component 64.
  • at least one threaded bolt 104 is screwed into a threaded bore 105 provided in the connecting rod connecting component 64. The bolt 104 is in the screwed state until in the slot 104 in the piston rod 14 before.
  • the piston rod 14 is non-rotatably connected to the connecting rod connecting member 64, so that relative rotation of the piston rod 14 and the piston 12 with respect to the connecting rod connecting member 64 is prevented.
  • the seal on the crankcase can be carried out in non-rotationally symmetrical training, for example via a co-rotating seal (outer circumference of the seal is rotationally symmetric).
  • the actuation or rotation of the adjusting rod can optionally be done by means of compressed air, vacuum, electric motor, magnetic, etc.
  • a gear can also be mounted directly rigidly on the piston rod. This gear can then be slidably engaged with another (drive) gear in the longitudinal direction of the piston rod following the movement of the piston rod 14. In this case, the tooth widths must be selected so that a continuous engagement of the gears between the TDC and UT is ensured.
  • a gear on the piston rod for example, in a subsequent to the region of the external thread 74 extension region in the longitudinal direction displaceable but rotatably mounted about the longitudinal axis rotatably.
  • the above-mentioned cross-sectional shapes of the adjusting rod or of the central sleeve-shaped region for ensuring the torque transmission are merely examples and can be modified as desired.
  • the connecting rod connection component can be formed in one piece or in several parts, that is, a connecting rod connecting component can be provided for each connecting rod.
  • the bulge of the crankcase described above is provided in particular if a corresponding lubricating oil sump is to be present in the same.
  • the bulge can be omitted.
  • the piston rod is guided to the side of the crank disks, which faces away from the piston.
  • the present disclosure is not limited to this and is also applicable to reciprocating internal combustion engine with double crank mechanism, in which the piston rod extends only on the piston side facing the centers of the crank mechanisms.
  • connection of the connecting rod to the piston rod can also be used in multi-cylinder engines, if, for example, the bearing pins 92 and 94 crank disks are provided on both sides, one of the pairs of crank disks with the piston rod of a piston and the other of the pairs of crank disks with the piston rod of another Piston cooperates.
  • the crank pulley 48 is mounted with its bearing pin 94 fixed to the machine.
  • the bearing pin 94 have, for example, an extension, which leads for example to a clutch via which the crank disk 94 is connected to a transmission of a vehicle.
  • the valves can be actuated via suitable gear and / or belt and / or cam connections via the crankshaft (s).
  • crank disks 46 and 48 are in rotationally fixed engagement with one another via their circumferential teeth.
  • the crank discs do not necessarily have to be in rotationally fixed engagement with each other and may be spaced apart by reducing their outer diameter with their circumferences.
  • the synchronous opposite rotation of the crank disks can in this case over the linearly guided piston rod 14 and the connecting rods 50, 52 are ensured, wherein the piston rod 14 is advantageously guided in its passage 16 through the partition wall 18 linearly movable.
  • the third length 13, with which the articulation position of the connecting rod connection component on the piston rod can be adjusted in the longitudinal direction of the piston rod, is dimensioned according to a desired compression ratio adjustment.
  • the second length 12 is greater than the intended piston stroke.
  • one or more guide pins 120 or guide projections on the outside of the piston rod 14 and correspondingly one or more guide grooves 122 can also, as is shown by way of example in FIG be provided in the connecting rod connecting member 64 or vice versa.
  • the guide grooves 122 preferably have a step-shaped course, which is followed by the corresponding guide pin 120 inserted therein.
  • beads 124 may be provided which the guide pin 120 must overflow before moving to the underlying step.
  • the piston tube 14 ends on its underside in a tooth-shaped contact region 126 and has the connecting rod connection component 64 on the side facing the piston tube 14 a contact region 130 with a preferably complementary shape.
  • the contact portion 126 of the piston tube 14 in this embodiment forms the lower end of the piston tube 14 and is formed such that the piston tube 14 has different lengths in the longitudinal direction at different circumferential positions.
  • the surface of the contact region facing the connecting rod connection component 64 thus lies in different planes perpendicular to the longitudinal direction of the piston tube 14.
  • the connecting rod connecting member 64 has a central tubular (sleeve) portion 128.
  • the contact region 130 projecting on the inside, with which the contact region 126 of the piston tube 14 inserted into the tubular region 128 at least partially comes into contact.
  • the surface of the contact region 130 facing the piston tube 14 thus lies in different planes perpendicular to the longitudinal direction of the piston tube 14.
  • the inner diameter of the central tubular region 128 is in its upper region, in which the contact region 130 is not provided, so dimensioned that the lower end of the piston tube 14 is inserted and rotatable therein, whereas the inner diameter of the contact region 130 is at least partially smaller than that of the piston tube 14.
  • the contours of the contact regions 126 and 130 are formed such that there is preferably at least one position in which the lower end of the piston tube 14, ie, the contact region 126 is completely (more or less gapless) on the contact region 130 over the entire circumference comes (complete gearing). At least the contour must be formed so that a degree of toothing (overlap perpendicular to the longitudinal direction) of the contact regions 126, 130 can be varied by rotating the piston tube 14 about its longitudinal axis. In normal operation of the engine, the piston tube 14 is always pressed on the connecting rod connecting member 64.
  • the connecting rod connecting member 64 is formed so that the lower end of the piston tube 14 comes to rest directly on a correspondingly contoured upper edge of the connecting rod connecting member 64.
  • the piston tube is not plugged into the connecting rod connecting member and no contact portion projecting inwardly is provided in the connecting rod connecting member.
  • the connecting rod connection component 64 also has different heights / lengths in the longitudinal direction at different circumferential positions.
  • the piston tube and the connecting rod connection component can engage in a first degree in a first end position (uppermost point of engagement of the connecting rod connecting component on the piston tube). If now the piston tube is twisted, the engagement or the overlapping of the components perpendicular to the longitudinal direction is reduced or eliminated altogether with simultaneous movement of the piston tube away from the connecting rod connection component. As a result, the point of application of the connecting rod connection component is displaced downwards on the piston tube. Depending on the degree of rotation relative to the engagement position, in which both components mesh completely or as far as possible, different attack positions can thus be achieved. At the same time high forces can be transmitted between them due to the direct contact between the piston tube and connecting rod connection component. In the embodiment shown in Fig.
  • the piston tube 14 may be guided in its relative movement to the connecting rod connecting member 64 on the same, so that a lifting of the piston rod is prevented.
  • this is realized by the piston tube 14 having a downwardly projecting portion 132 within the contact region 126 of the piston tube 14 having an outer diameter smaller than the inner diameter of the contact portion 130 of the connecting rod connecting member 64.
  • a radially outwardly projecting guide projection 134 is provided at this downwardly projecting portion 132.
  • the connecting rod connection component 64 has a guide groove 136 in its lower region (below the contact region 130).
  • the guide groove 136 is formed in the wall of the connecting rod connecting member 64 so that the guide projection 134 is guided therein in accordance with the movement path given by the contactor 126, 130 when the piston tube 14 is rotated to the connecting rod connecting member 64.
  • the guide projection 134 preferably absorbs substantially only forces that attempt to remove the piston tube 14 from the connecting rod connection component 64, whereas the contact areas absorb the pressure forces acting therebetween.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

L'invention concerne un moteur à combustion interne à double manivelle et à compression variable dans lequel la transmission de force entre le piston et la manivelle se fait par l'intermédiaire d'une tige de piston, fixée au piston, qui se déplace linéairement en suivant le mouvement du piston, et de bielles reliée de façon articulée à cette tige de piston et à la double manivelle. Pour régler la compression, le point de poussée de la bielle au niveau de la tige de piston peut être réglé même pendant le fonctionnement du moteur à combustion interne. La compression variable est rendue possible grâce à la dépense de construction minimale qui permet de réaliser un moteur à combustion interne simple et peu onéreux qui fonctionne avec une consommation réduite et peu d'émissions.
EP16784788.8A 2015-10-16 2016-10-17 Moteur à combustion interne à double manivelle et à compression variable Active EP3362645B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102015013489.2A DE102015013489A1 (de) 2015-10-16 2015-10-16 Brennkraftmaschine mit Doppelkurbeltrieb und variabler Verdichtung
PCT/EP2016/001714 WO2017063751A1 (fr) 2015-10-16 2016-10-17 Moteur à combustion interne à double manivelle et à compression variable

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DE102018100559B4 (de) * 2018-01-11 2021-10-28 Albert Raum Brennkraftmaschine mit Doppelkurbeltrieb und variabler Verdichtung
DE102019122325B4 (de) * 2019-08-20 2021-05-27 Peter Pelz Hubkolbenbrennkraftmaschine mit Doppelkurbeltrieb und variablen Steuerzeiten
DE102020120204A1 (de) 2020-07-30 2022-02-03 Peter Pelz Hub-Vorrichtung und Membran-Eintakt-Motor
US11371424B1 (en) * 2021-07-28 2022-06-28 Jose Oreste Mazzini Piston external pin boss, longer combustion time, and power control valve
DE102022102029A1 (de) 2022-01-28 2023-08-03 Heinrich Schiller Kurbeltrieb eines Motors oder eines Kompressors

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GB441666A (en) * 1934-05-25 1936-01-23 Louis De Monge Improvements in or relating to means for varying the cylinder clearance in internal combustion engines
US2229788A (en) * 1939-03-14 1941-01-28 Appleton Thomas Jay Dual crankshaft engine
DE19506963A1 (de) * 1995-02-28 1995-07-20 Viktor Hammermeister Wechselhubmotor
DE10019959A1 (de) * 2000-04-20 2001-10-25 Gerhard Klaiber Brennkraftmaschine
DE10247196B4 (de) 2002-08-12 2006-07-13 Peter Pelz Hubkolbenbrennkraftmaschine sowie Kolben dafür
RU2262602C1 (ru) * 2004-01-20 2005-10-20 Общество С Ограниченной Ответственностью "Мидера-К" Поршневая машина
DE102011120162A1 (de) 2011-12-06 2013-06-06 Fev Gmbh Verbrennungskraftmaschine mit variabler Verdichtung
EP2792846A1 (fr) * 2013-04-19 2014-10-22 Capricorn Automotive GmbH Moteur à combustion interne à double vilebrequin
CN203939575U (zh) * 2014-05-15 2014-11-12 天津潜景技术咨询有限公司 双曲轴可变压缩比发动机

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WO2017063751A1 (fr) 2017-04-20
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