EP3387234A1 - Brennkraftmaschine - Google Patents
BrennkraftmaschineInfo
- Publication number
- EP3387234A1 EP3387234A1 EP16809371.4A EP16809371A EP3387234A1 EP 3387234 A1 EP3387234 A1 EP 3387234A1 EP 16809371 A EP16809371 A EP 16809371A EP 3387234 A1 EP3387234 A1 EP 3387234A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- coupling
- connecting rod
- internal combustion
- combustion engine
- eccentric sleeve
- 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
Links
- 238000002485 combustion reaction Methods 0.000 title claims abstract description 97
- 230000008878 coupling Effects 0.000 claims abstract description 197
- 238000010168 coupling process Methods 0.000 claims abstract description 197
- 238000005859 coupling reaction Methods 0.000 claims abstract description 197
- 230000000903 blocking effect Effects 0.000 claims description 52
- 230000003247 decreasing effect Effects 0.000 claims description 2
- 230000001419 dependent effect Effects 0.000 claims 2
- ORQBXQOJMQIAOY-UHFFFAOYSA-N nobelium Chemical compound [No] ORQBXQOJMQIAOY-UHFFFAOYSA-N 0.000 description 16
- 230000006835 compression Effects 0.000 description 10
- 238000007906 compression Methods 0.000 description 10
- 230000000694 effects Effects 0.000 description 7
- 230000008859 change Effects 0.000 description 5
- 230000010354 integration Effects 0.000 description 4
- 230000004888 barrier function Effects 0.000 description 3
- 238000002955 isolation Methods 0.000 description 3
- 230000009977 dual effect Effects 0.000 description 2
- 230000008092 positive effect Effects 0.000 description 2
- 230000001133 acceleration Effects 0.000 description 1
- 230000009471 action Effects 0.000 description 1
- 238000000418 atomic force spectrum Methods 0.000 description 1
- 230000000994 depressogenic effect Effects 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 238000000227 grinding Methods 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 230000007246 mechanism Effects 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 239000000203 mixture Substances 0.000 description 1
- 230000036316 preload Effects 0.000 description 1
- 230000004044 response Effects 0.000 description 1
Classifications
-
- 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
Definitions
- the invention relates to an internal combustion engine with a cylinder, one within the
- Such an internal combustion engine allows operation with a variable
- Compression ratio which sets as a result of a function of the Dre92 alignment of the eccentric sleeve resulting variable distance between the crank pin and the piston.
- a generic internal combustion engine is known for example from DE 197 03 948 C1. It also discloses that a rotation of the eccentric sleeve between the two provided Drehauscardien normally takes place completely automatically by acting on the eccentric sleeve as a result of the rotation of the crankshaft and the associated Pleuelamba forces. In addition, it could be provided to integrate into the connecting rod a hydraulic motor, by which a rotation of the eccentric sleeve could be effected in a non-locked by the locking device state.
- the present invention seeks to provide a way to ensure a safe and / or fast rotation of the eccentric sleeve between the at least two Drehauscardien in a generic internal combustion engine.
- an internal combustion engine comprising at least one cylinder, a piston movably guided within the cylinder, a crankshaft and connecting the piston with a crank pin of the crankshaft connecting rod, within a connecting rod of the connecting rod a crank pin rotatably receiving eccentric sleeve in turn rotatably mounted, which is in some cases lockable in at least two Drehauscardien with respect to the connecting rod by means of a locking device, according to the invention provided a coupling device by means of the eccentric sleeve is temporarily coupled to the crankshaft and in particular to one or both cheeks of the crank pin to the eccentric sleeve relative to the Twist connecting rod.
- crankpin relative to the connecting rod in the operation of the internal combustion engine to take the eccentric sleeve temporarily and thereby rotate quickly and safely from one to the other Drehauscardi. This is preferably always done when the eccentric sleeve is not locked in one of the Drehauscardien by means of the locking device. Since a crankshaft of an internal combustion engine normally always rotates in one direction of rotation, rotation of the eccentric sleeve thus always takes place in a (same) direction of rotation relative to the connecting rod.
- the coupling device (particularly preferably exclusively) positively acting.
- This can in particular simplify the structural design of the coupling device and a sudden entrainment of the eccentric sleeve by the crankshaft, as in a likewise conceivable positively acting
- Coupling device could be the case can be avoided. This aspect may be particularly relevant because in an operation of a generic
- Such a non-positively acting coupling device can in a preferred
- Embodiment of the internal combustion engine according to the invention preferably be designed such that the crankshaft and the eccentric sleeve each having a coupling surface which form a coupling gap with in a radial direction (ie radially inwardly or radially outwardly with respect to the axis of rotation of the eccentric sleeve within the connecting rod eye) decreasing gap width, wherein a coupling element can be brought into a first position and a second position, which in terms of the radial position within the coupling gap and thus with respect to the contact pressure between the coupling element and the
- Coupling device is thus operated radially, but acts primarily in the axial direction, i. the normally directed pressure forces, which cause a frictional connection in the contacting coupling surfaces, are aligned at least more in the axial direction with respect to the axis of rotation of the eccentric sleeve within the connecting rod than radially thereto.
- the first position of the coupling element by a relatively large contact pressure and the second position by a relatively small
- Contact pressure is marked. Further preferably, it can be provided that the contact pressure in one (in particular the first) of the positions of the coupling element is so great that sets a substantially slip-free entrainment of the eccentric sleeve by the crankshaft. Also preferably, it can be provided that the contact pressure in the other (in particular the second) of the positions of the coupling element is as low as possible and in particular essentially zero, so that in an advantageous manner friction losses due to a contacting relative movement between the coupling surfaces on the one hand and the coupling element on the other hand so far be avoided as possible when the
- Locking device in one of the Drehausschen with respect to the connecting rod by means of Locking device is locked and consequently the internal combustion engine is operated with temporarily unchanged compression ratio.
- the non-positively acting coupling device is self-reinforcing, so that frictional forces acting between the coupling surfaces of the crankshaft and the eccentric sleeve on the one hand and the coupling element on the other hand due to an initial load, from further geometric reasons, a further retraction of the coupling element effect in the narrowing coupling gap, which is accompanied by a corresponding increase in contact pressure.
- a coupling device relatively high and in particular up to a slip-free coupling self-reinforcing frictional forces can be generated with a relatively low output load.
- the output load for the coupling element of such a coupling device may result in particular from an elastic loading of the coupling element. Alternatively or additionally, this may also arise as a result of inertial forces (in particular gravitational and / or centrifugal forces). It can also be provided to actively apply this output load by means of an actuator.
- the coupling surface (s) of the crankshaft and / or the eccentric sleeve (and preferably also one or more coupling surfaces of the
- Coupling element at an angle with respect to that plane which is aligned radially to the axis of rotation of the eccentric sleeve within the connecting rod, are aligned, which is ⁇ 5 °, and preferably about 3 °. Smaller angles can in certain embodiments of the coupling device such a large self-locking effect for due to the
- the angle is too large, relatively large radially directed forces may be required in order to achieve the required contact pressure between the coupling surfaces of the eccentric sleeve and the crankshaft and of the coupling element.
- the coupling element is resiliently acted upon.
- a prestressable spring element which may also be the coupling element itself, is acted upon in the direction of movement of the coupling element in one of the positions.
- Actuation can ensure that the coupling element automatically into a Starting position moves, as long as this is not affected by a measure otherwise.
- the coupling element occupies the first position in the elastic non-applied state or as a result of a constructive elastic loading, while the second position by means of an activatable
- Adjustment device is adjustable.
- the first position may be in particular that in which the contact pressure between the coupling surfaces of the eccentric sleeve and the crankshaft on the one hand and the coupling element on the other hand is higher than that in the second position.
- a "constructive elastic loading” is a bias of the
- Spring element due to a constructive integration in the coupling device by a support of two sections, in particular end portions of the spring element adjusts to elements of the coupling device.
- the adjusting device is an adjustable
- stop element for the coupling element This may further preferably be designed such that the stop element can be activated and deactivated, wherein it forms a stop for the coupling element in the activated state and in the deactivated state does not form a stop for the coupling element.
- the coupling element when the stop element is deactivated, the coupling element is moved so far into the coupling gap as a result of an elastically non-applied state or a constructive elastic loading that (possibly in conjunction with a self-reinforcing effect of the coupling device) the eccentric sleeve of the Crankshaft entrained and thus rotated relative to the connecting rod, while an activated stop element on this as a result of the rotation of the eccentric sleeve incident portion of the coupling element causes this is so far out of the narrowing coupling gap that no entrainment of the
- the coupling element forms coupling surfaces, which to the Coupling surfaces of the crankshaft and the eccentric sleeve (respectively) are aligned in parallel.
- a (preferably positively acting) locking element of the locking device also serves as a stop element of the coupling device. This can be useful in particular if the stop element is to be used to release the coupling device (i.e., to reduce or eliminate the non-positive effect), since in the case of the internal combustion engine according to the invention this is simultaneously blocked by blocking of the eccentric sleeve in one of the locking devices
- a / the (preferably slidably mounted on the connecting rod) blocking element of the locking device in a locking recess of the connecting rod or (preferably) of the eccentric sleeve is movable, wherein the locking recess with respect to an orbit of the locking element, on this relative to the blocking recess forming component in a relative rotation between the
- Eccentric sleeve and the connecting rod revolves, a (preferably at least 50%, more preferably at least 100%) larger dimension than that for intervention in the
- blocking depression is intended to also encompass passage openings into which the blocking element or at least a part thereof can engage to form a form-locking barrier ensure the blocking element and the blocking recess forming component.
- a return blocking element may further be provided, which can engage with the blocking element in the locking recess and thereby a portion of the locking recess, in which the locking element after the intervention in the
- Barrier recess is not arranged, can fill out. It can also be provided that the blocking element and the backstop element, if both these in the locking recess engage, do not fill the locking recess completely because a distance is formed between them. The blocking element then prevents a relative rotation of the eccentric sleeve to the connecting rod in one of the directions of rotation by abutment at one end (with respect to the extension along the orbit) of the locking recess and the backstop a relative rotation in the other direction of rotation by a stop on the
- Locking recess is moved out, said moving out further preferably leads to an (increasing) bias of a spring element.
- This bias of the spring element can then ensure a re-engagement of the return locking element in the / a locking recess when this is again or another locking recess positioned as a result of rotation of the eccentric sleeve corresponding to the backstop element.
- At least two coupling devices may be provided, wherein the second (in particular dissolved) position of the coupling element of a first of the
- Adjustment device is adjustable in a second Drehauscardi the eccentric sleeve with respect to the connecting rod. Such an embodiment may cause or inhibit a
- first locking element of the locking device by means of which the eccentric sleeve is lockable in a first Drehresch with respect to the connecting rod, and a (optionally serving as a stop element) second locking element of the locking device, by means of which the eccentric sleeve is lockable in a second Drehresch with respect to the connecting rod by means a common actuating element are actuated alternately.
- the actuating element may preferably be designed such that it is pivotable about a pivot pin, which is part of a screw, with the two connecting rod eye forming parts of the connecting rod are connected. The actuator would then be part of the connecting rod and would be moved during operation of the internal combustion engine with this.
- Connecting rod is held together, as a rotary bearing element for the actuating element, an additional mass, resulting from the integration of the actuating element in the connecting rod, are kept low.
- the actuating element also serves as a stop element of the coupling devices, by means of which the coupling elements can be moved preferably in the respective one dissolved state of the associated coupling device corresponding position.
- This dual function for the actuator can be a relatively simple structural embodiment of the invention
- the actuating element can be secured in position in two actuating end positions by means of a latching fuse.
- Ratchet device is preferably designed such that these by an active
- An actuation of the actuating element can preferably be effected by means of an actuating rail.
- An "actuating rail” is understood to mean a guide element which is positioned or positionable such that the actuating element is moved along the crankshaft at least in sections along this rotation, the actuating element being movable from a first position to a second position for actuation of the actuating element.
- the operating rail is pivotally attached to a particular housing of the internal combustion engine, because characterized compared to a likewise possible embodiment with a slidably attached to particular the housing operating rail a simplified operation by means of one of the operating rail associated (for example, hydraulic,
- pneumatic, electromotive or electromagnetic actuator can be enabled.
- the actuating rail forms a both sides arcuately tapered (i.e., narrowing) guide groove for the actuating element.
- the arcuate shape may preferably be designed such that the direction of movement of the actuating element, as long as it is moved along the actuating rail, is aligned at all times as tangentially as possible.
- the safety catch which is preferably provided in the case of the internal combustion engine according to the invention, is designed for the actuating element such that the actuating element does not contact the actuating rail in the actuating end positions. Friction losses due to cyclical grinding of the actuator along the guide rail when the actuator in one of its
- Operating end positions is (whatever may be the case when just no switching of the compression ratio of the internal combustion engine takes place, and thus during most of the operating time of the internal combustion engine), can be avoided, which is not only positive for the wear of the actuator and the Actuating rail but can also affect the acoustic behavior of the internal combustion engine.
- the second position of the coupling element of the first coupling device is adjusted by means of a passive adjusting element.
- Coupling device closed can be caused by this coupling device entrainment of the eccentric sleeve (in a relatively small angular range of rotation of the
- Coupling device open holding passive adjustment effect, so that
- both coupling devices ensure the entrainment of the eccentric sleeve by the crankshaft until the corresponding other Drehauscardi is reached. Then, the previously held by means of the passive adjusting element open coupling device can be actively influenced, while the previously actively influenced coupling device is held open by the associated passive adjustment.
- Locking element is held by means of the actuating element in a release position, while the first locking element by means of a supported between the locking elements
- the eccentric sleeve relative to the connecting rod the first locking element is held by means of the actuating element in a release position, while the second locking element is acted upon by means of the spring element in a locking position.
- Components are thus to be understood that they are present at least once and may be present more than once.
- FIG. 1 shows a partial perspective cross section through the relevant components of an internal combustion engine according to the invention in a first embodiment
- Fig. 2 in isolation, the for a change in the compression of
- FIG. 3 shows the components according to FIG. 2 in a further perspective view
- Fig. 4 the components according to FIGS. 2 and 3 (but without operating rail of
- FIG. 5 shows the components according to FIG. 4 in a further perspective view
- FIGS. 4 and 5 shows the components according to FIGS. 4 and 5 in a further perspective view
- FIG. 7 shows in a detail a view from below of the components according to FIGS. 4 to 6 with an actuating element of the internal combustion engine in a first embodiment
- Fig. 8 a radial section through a portion of a crankshaft, a connecting rod, a
- Clutch devices of the internal combustion engine wherein a first locking element of the locking device in a locking position and a second locking element of
- Locking device is in a release position
- FIG. 9 shows a view according to FIG. 7 with the actuating element in a second
- Actuating position a view according to Figure 8, but now with the first locking element is in a release position and the second locking element in an intermediate position.
- a view according to FIG. 10 but now the second locking element is in a blocking position; a cross-section through the components according to FIGS. 7 to 1 1;
- Fig. 13 in isolated representation, the actuating element of the internal combustion engine in one
- FIG. 14 shows a partial perspective cross section through the relevant components of an internal combustion engine according to the invention in a second embodiment
- FIG. 15 shows the crank mechanism of the internal combustion engine according to FIG. 14 in a side view
- FIG. 16 shows the detail marked XVI in FIG. 15 in enlarged and partially cutaway view
- Fig. 17 in isolation, the for a change in the compression of the
- FIG. 18 shows the components according to FIG. 17 in a further perspective view.
- FIGS. 1 to 13 show an internal combustion engine according to the invention, for example a gasoline or diesel engine, in a first embodiment.
- This comprises, according to FIG. 1, a cylinder crankcase 10, within which one or more cylinders 12 are formed.
- a cylinder crankcase 10 within which one or more cylinders 12 are formed.
- an unillustrated cylinder head connects to this, while the lower end of the cylinder crankcase 10 is provided for connection to an oil pan, also not shown.
- An oil pan also not shown.
- Crankshaft 14 of the internal combustion engine receiving crankshaft space 16 would then be formed substantially fully closed.
- a piston 18 is movably mounted axially (with respect to a longitudinal axis 20 of the cylinder 12 and the piston 18).
- An upper side of the piston 18, the so-called piston crown defines with the cylinder head a combustion chamber in which a fuel / fresh gas mixture is burned during a working cycle during operation of the internal combustion engine in order to perform work.
- a pressure increase within the combustion chamber as a result of the combustion leads in a known manner to a downward movement of the piston 18, which is translated by means of a connecting rod 22 into a rotational movement of the crankshaft 14 rotatably mounted within the cylinder crankcase 10.
- the upper end of the connecting rod 22 is pivotally mounted on the piston 18, for which purpose the connecting rod 22 forms a first, so-called small connecting rod eye 38 (see Fig. 15) which rotatably receives a piston pin 24 of the piston 18. Furthermore, the lower end of the connecting rod 22 with a there also formed, so-called large connecting rod eye 26 (see.
- crank pin 30 arranged decentrally with respect to an axis of rotation 28 of the crankshaft 14 (cf., in particular, Fig. 15), so that the pressure forces acting on the piston crown, which are transmitted to the crank pin 30 via the connecting rod 22, generate a torque about the axis of rotation 28 of the crankshaft 14.
- crankshaft 14 comprises cylindrical bearing sections 32 which are arranged coaxially with respect to the axis of rotation 28 of the crankshaft 14 and, on the one hand, the connection of adjacent crankpins 30 (in a multi-cylinder internal combustion engine) with one another and, on the other hand, at least partially serve the rotatable mounting of the crankshaft 14 within the cylinder crankcase 10.
- crank webs 34 which connect the crank pin 30 with the bearing portions 32, and the other the crank webs 34 with respect to the Form rotational axis 28 radially opposite balancing masses 36, whereby free mass forces and
- the (each) eccentric sleeve 40 comprises a tubular support portion 42, the cylindrical inner surface of which serves as a sliding surface for the rotational support of the crankpin 30 received therein and the cylindrical surface thereof Outer surface serves as a sliding surface for the rotary bearing of the eccentric sleeve 40 within the large connecting rod 26 of the associated connecting rod 22.
- the inner and the outer surface of the bearing portion 42 are not coaxial but radially offset by a defined distance from each other, whereby the distance between the pivot or rotation axis 44 of the small connecting rod to the axis of rotation 46 of the cylindrical inner surface of the eccentric sleeve and thus the distance between the piston 18 and the associated crank pin 30 in response to the Drehauscardi the eccentric sleeve 40 within the large connecting rod 26 changes.
- Eccentric sleeve 40 in each case a limiting section 48 via, each of a
- Ring disc is formed, which extends from the storage portion 42 radially outward and thereby limits a mobility of the eccentric sleeve 40 within the large connecting rod 26 in the axial direction with respect to the longitudinal axis 50 of the large connecting rod 26.
- the rotatability of the eccentric sleeve 40 can be blocked within the large connecting rod eye 26 of the connecting rod 22 in two defined Drehauscardien, wherein provided in the present embodiment, the two Drehauscardien the smallest and the largest distance between the piston 18 and the associated crank pin 30 correspond.
- the blocking device 52 comprises two mutually coaxially aligned blocking elements 56 which are displaceably arranged within a cylindrical receiving opening 54 of the connecting rod 22.
- the receiving opening 54 is at the outermost end (forming the large connecting-rod eye 26). End of the connecting rod 22 and thus positioned in extension of a connecting rod shaft 58 of the connecting rod 22.
- the longitudinal axis 60 of the connecting rod 22 passes through the receiving opening 54 and in particular also crosses the longitudinal axis of the receiving opening 54.
- a biased spring element 62 is arranged in the form of a cylindrical helical spring, the 56 and the two locking elements away from each other in the direction of the associated end of the receiving opening 54 and in the direction of the adjoining boundary portion 48 of the eccentric sleeve 40th
- the axial mobility of the locking elements 56 within the receiving opening 54 is variably limited in dependence on the position of an actuating element 64.
- a driving projection 66 of the actuating element 64 shown in isolation in FIG. 13 engages in a (with respect to the longitudinal axis of the receiving opening 54 or the
- Receiving opening 54 limited and this on the other for a change of the
- Compression ratio in which the internal combustion engine can be operated can be moved by switching the operating member 64 between two actuation end positions within the receiving opening 54.
- FIGS. 7 and 8 show the actuating element 64 in a first embodiment
- FIGS. 9 and 11 show the actuating element 64 in the second actuation end position, in which the second of the locking elements 56, which is shown on the left in FIGS.
- Locking device 52 receiving portion of the connecting rod 22 can be seen.
- the wall thickness of the corresponding portion of the bearing portion 42 of the eccentric sleeve 40 is greater than in the Drehauscardi according to FIG. 1 1, whereby the distance between the crank pin 30 and the piston 22 in the
- Fig. 10 shows the positions of the locking elements 56 after switching of the actuating element 64 of the inter alia in Fig. 7 shown first Betschistsend ein in the example shown in FIG. 9 second Betschistsend too, but even before the eccentric sleeve 40 of the Drehausutter according to Fig. 8 has been rotated in the Drehausutter according to FIG. 1 1.
- Fig. 10 it is shown that the first blocking element 56 shown on the right is in a release position in which this out of engagement with the
- the second locking element 56 shown on the left is given the opportunity to move further in the direction of the corresponding end of the receiving opening 64, this movement being supported by the bias of the locking elements 56 supported by the movement of the first locking element 56 in the direction of the longitudinal axial Center of the receiving opening 64 further biased spring element 62 is effected.
- the eccentric sleeve 40 is not yet in the illustrated in Fig. 1 1 second
- Locking element 56 moves into the associated release position and the first locking element 56 is released, which in turn can engage in the associated locking recess 70 as soon as the eccentric sleeve has been rotated again by about 180 ° within the large connecting rod eye 26.
- the connecting rod 22 comprises two parts screwed together, one the small connecting rod 38, the connecting rod shaft 58 and a half of the large connecting rod eye 26 forming
- This bipartite of the connecting rod 22 in the region of the large connecting rod 26 allows the connection of the connecting rod 22 with the corresponding bearing pin 30 of the one-piece crankshaft 14 during assembly the internal combustion engine.
- Connecting rod cover 76 is perpendicular to the longitudinal axis 60 of the connecting rod 22nd
- the axis of rotation 50 of the eccentric sleeve 40 extends within the large connecting rod 26 within this parting plane, resulting in a radial orientation of this parting plane with respect to the large connecting rod 26.
- the screw of one of the screw connections 78 between the connecting rod main body 74 and the connecting rod cover 76 is used as a pivot pin for the actuating element 64.
- Cylinder crankcase 10 fastened actuating rail 90 as shown in FIGS. 1 to 3 is shown.
- the actuating rail 90 is shown in Fig. 1 in the manner of an exploded view spaced from the junction on the cylinder crankcase 10 and thus of its actual functional position within the crankshaft space 16.
- the actuating rail 90 In its actual functional position (see Figures 2 and 3), the actuating rail 90 is located so close to the axis of rotation 28 of the crankshaft 14, that the actuating element 64 connected to the connecting rod 22 with one of them
- Guide member 92 is disposed in the position corresponding to the bottom dead center of the piston 18 and at least over a defined angular range before reaching this position within a formed of two side walls of the operating rail guide groove 94.
- the width of the guide groove 94 assumes thereby starting from an inlet, i. the end at which the guide member 92 of the actuating element 64 enters the guide groove 94 in the context of each revolution of the crankshaft 14, continuously from.
- Guide element 92 to the groove bottom 96 of the guide groove 94 of the actuating rail 90 complies, remains substantially the same over the course of the movement of the guide member 92 within the guide groove 94. It is preferably provided that the
- the guide element 92 of the actuating element 64 will be in contact with one of the inside walls formed by the side walls of the actuating rail 90 during each revolution of the crankshaft 14
- the guide element 92 is guided at least at the end of the guide groove 94 substantially exactly in the middle between the two side walls. If, however, starting from such a starting position, the actuating rail 90 is pivoted by means of a not shown, driven by a likewise not shown engine control of the engine actuator in the corresponding other functional position, the guide member 92 of the contacted
- Actuator 64 the next entering the guide groove 94 through the
- Pivoting movement of the actuating element 64 is only so great that the detent ball 84 of the safety catch 80 is moved over the web 88 formed between the two detent recesses 86. The last, relatively small section of the pivoting movement of the
- Actuator 64 in its then intended Betjansend ein is achieved by the engagement of the detent ball 84 in the corresponding detent recess 88.
- the guide element 92 of the actuating element 64 is still far away from the guide surface 98 of the actuating rail 90 effecting the switchover and thus there is no contact with this or both sidewalls of the actuating rail 90 in the subsequent operation of the internal combustion engine.
- the guide surfaces 98 of the operating rail 920 are formed curved such that the guide member 92 of the actuating element 64 after switching the
- Actuating rail 90 runs in the tangential direction on the corresponding guide surface 98, whereby a switching of the actuating element 64 can be achieved with a uniformly increasing as possible force curve. This can have an advantageous effect on the life of the components involved and on the acoustic behavior of the internal combustion engine.
- Actuator 64 by means of the actuating rail 90 of one of
- the internal combustion engine according to the invention comprises two non-positively acting
- Coupling devices 100 by means of which the eccentric sleeve 40 is temporarily coupled to the crankshaft 14 in order to rotate the eccentric sleeve 40 relative to the connecting rod 22 and the large connecting rod eye 26.
- Each of the coupling devices 100 comprises a sickle-shaped or partially annular coupling element 102, which on the
- Coupling member 102 rotatably in the associated limiting portion 48 of
- Eccentric sleeve 40 is fixed and the coupling element extends, starting from this pivot bearing in the direction of rotation 106 of the eccentric sleeve, these in the operation of the Internal combustion engine (and in a blocking in one of the Drehausurgien) relative to the associated crank webs has (see Fig. 2 and 3).
- Coupling gap 104 in the radial direction to the outside which by a corresponding inclination of serving as a clutch surfaces (the eccentric sleeve 40 facing) inner sides of the crank webs 34 by an angle of approximately 3 ° relative to an orientation perpendicular to the axis of rotation 50 of the eccentric sleeve 40th is achieved within the large Pleuelauges 26 or the rotation axis 46 of the crank pin 30 within the eccentric sleeve 40.
- the cross section of each of the coupling elements 102 is correspondingly tapered or wedge-shaped, so that a parallel alignment of the
- Coupling surfaces of the coupling elements 102 to the coupling surfaces formed by the crank cheeks 34 results.
- the coupling elements 102 of both coupling devices 100 are each acted upon by a prestressed spring element 108 in the direction radially outward and thus in the narrowing coupling gap 104 inside.
- Clutch devices 100 achieved in the respective closed state.
- the coupling devices 100 are usually open by the coupling elements 102 are pivoted by a respective contact with a stop element 1 10 so far under further bias of the respective spring element 108 inward, that the smallest possible adhesion between at least the coupling surfaces of the crank webs 34 and the adjacent coupling surfaces of the coupling elements 102 is given.
- that coupling element 102 which is on the one
- Limiting portion 48 of the eccentric sleeve 40 is rotatably mounted in the result of the corresponding selected Betuschistsend ein of the actuating element 64 the associated locking element 56 engages in the locking recess 70, is deflected by means of an associated stop element 1 10 of the actuating element 64 inwardly, while a deflection of the respective other coupling element 102 by means of a passive, immovable stop element 1 10 takes place.
- Locking element 56 as already described with reference to Figures 10 and 1 1, in the locking recess 70 of the associated boundary portion 48 of the eccentric sleeve 40 and the
- Coupling elements 102 of both coupling devices 100 then run on the
- Actuator 64 disengaged second stop element 1 10 of the actuator 64 and on the other hand on the eccentric sleeve 40 on both sides superior passive stop element 1 10, which in turn under renewed bias of
- each of the locking recesses 70 with respect to an orbit of the associated locking element 56 has a larger dimension than that provided for engagement in the locking recess 70 part of the blocking element 56.
- the locking recesses 70 are as
- the blocking elements 56 can thus engage not only in a concrete Drehreraum but in a larger angular range in the associated locking recesses 70, so that this despite relatively high differential angular velocities and despite the inertia with which the locking elements 56 due to the spring load in the direction of
- Locking elements 56 in principle to a (limited) rotational mobility between the eccentric sleeve 40 and the large connecting rod eye 26. To eliminate this rotational mobility or at least reduce as much as possible each blocking element 56 is still attached to the connecting rod 22 and concretely the connecting rod cover 76, passive backlash element. 1 12, which, when the associated blocking element 56 at the respect to the
- Preload a spring element 1 14 are deflected.
- the two return blocking elements 1 12 in the connecting rod 22 are each attached to a free end of a leg of the formed in the form of a U-shaped leaf spring spring element 1 14 and the spring element 1 14 in the region arcuate portion in which it is not deflected, is attached to the actuator 64.
- connecting rod 22 in the region of the large connecting rod eye 26 and the eccentric sleeve 40 is formed of two parts or half shells, wherein the dividing plane 1 16 between these parts is preferably arranged such that the axis of rotation 46 of the
- Eccentric sleeve 40 within the large Pleuelauges 26 within this parting plane 1 16 extends.
- bearing openings and in particular the longitudinal axes thereof, which serve the pivotal mounting of the coupling elements 102 in the associated Begrenzungsabêten 48 of the eccentric sleeve 40, 16 are also arranged in this parting plane. The same applies to radially with respect to one of the axes of rotation 46, 50 of the eccentric sleeve aligned
- FIGS. 14 to 17 second embodiment of an internal combustion engine according to the invention differs from the first embodiment shown in FIGS. 1 to 13 essentially only in terms of the design of the coupling devices 100 and actively releasable for releasing the coupling devices 100 Einsteilvorraum.
- two positively acting coupling devices 100 are provided, each having a coupling element 102 which is resiliently acted upon in a closing the respective coupling device 100 and thus the eccentric sleeve 40 to a rotational movement of the crankshaft 14 coupling position. While in the embodiment according to FIGS. 1 to 13 coupling elements 102 are provided, which are acted upon by means of separate biased spring elements 108, the coupling elements 102 are formed in the embodiment according to FIGS. 14 to 17 itself elastically deflectable.
- each the helical spring-shaped coupling elements 102 is angled and supported with this angled section edge on the associated boundary portion 48 of the eccentric sleeve 40 from.
- the geometry of the spiral spring-shaped coupling elements 102 is selected such that they are elastically widened at a concern with the angled ends at the edges of the limiting sections 48 and thus biased, which leads to an endeavor of the coupling elements 102 to curl narrower or to a smaller diameter , This leads to a constructive elastic loading of the coupling elements 102, because they thereby automatically pull into the coupling gaps 104 (see FIG 34 cause, unless they are radially expanded by a stop against stop elements 1 10 and thus the frictional connection between the coupling elements 102 and the coupling surfaces of the crank webs 34 and the eccentric sleeve 40 is repealed.
- Eccentric sleeve 40 which are lockable by means of the locking device 52, one acts on one of the coupling elements 102, while at the same time the other coupling element 102 is radially expanded by contact with a passive stop element 1 10 (see Fig. 18), not by the actuating element 64th but are formed by the respective blocking element 56.
- a passive stop element 1 10 see Fig. 18
- the corresponding blocking element 56 which also engages in the associated locking recess 70 of the eccentric sleeve 40, as far as the
- Limiting portion 48 supported end of the corresponding coupling element 102 upon reaching the corresponding Drehauscardi the eccentric sleeve 40 on the in the
- Coupling gap 104 protruding part of the corresponding locking element 56 runs and thereby this coupling element 102 is radially expanded (see Fig. 17).
- the corresponding end of the other coupling element 102 runs on the outside on the associated passive stop element 1 10 and is also widened. Both are
- Coupling devices 100 open and a frictional connection between the eccentric sleeve 40 positively connected coupling elements 102 and the crank webs 34 of the crankshaft 14 is substantially interrupted.
- the actuating element 64 is switched over by means of the actuating rail 90 in accordance with the procedure in the internal combustion engine according to FIGS. 1 to 13, again the locking element 56 is in a locking position moved to a release position.
- this blocking element 56 no longer widened coupling element 102 then causes first alone a driving the eccentric sleeve 40 through the crankshaft 14, whereby in a first, relatively small portion of the rotation of the eccentric sleeve 40 relative to the large connecting rod eye 26 and the second coupling element 102 except Engagement with the passive stop element 1 10 is brought.
- This second coupling element 102 then also couples the eccentric sleeve 40 frictionally to the associated crank cheek 34 of the crankshaft 14.
- the second locking elements 56 engaging in the associated locking recess 70 upon reaching the other rotational orientation of the eccentric sleeve 40 then expands the associated coupling element 102 radially, while the other coupling element 102 is radially expanded by the associated passive stop element 1 10, so that in turn both
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102015224909.3A DE102015224909A1 (de) | 2015-12-10 | 2015-12-10 | Brennkraftmaschine |
PCT/EP2016/080328 WO2017097934A1 (de) | 2015-12-10 | 2016-12-08 | Brennkraftmaschine |
Publications (2)
Publication Number | Publication Date |
---|---|
EP3387234A1 true EP3387234A1 (de) | 2018-10-17 |
EP3387234B1 EP3387234B1 (de) | 2020-02-19 |
Family
ID=57539249
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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EP16809371.4A Active EP3387234B1 (de) | 2015-12-10 | 2016-12-08 | Brennkraftmaschine |
Country Status (4)
Country | Link |
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EP (1) | EP3387234B1 (de) |
CN (1) | CN108368775B (de) |
DE (1) | DE102015224909A1 (de) |
WO (1) | WO2017097934A1 (de) |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR3085431B1 (fr) * | 2018-08-30 | 2020-12-04 | MCE 5 Development | Moteur a rapport volumetrique pilote |
Family Cites Families (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0438121B1 (de) | 1990-01-17 | 1995-04-05 | Mitsubishi Jidosha Kogyo Kabushiki Kaisha | Vorrichtung zum Ändern des Kompressionverhältnisses für Brennkraftmaschine |
JPH0828314A (ja) * | 1994-07-13 | 1996-01-30 | Honda Motor Co Ltd | 内燃機関の可変圧縮比装置 |
DE19703948C1 (de) | 1997-02-03 | 1998-06-18 | Meta Motoren Energietech | Vorrichtung zur Veränderung der Verdichtung einer Hubkolbenbrennkraftmaschine |
DE10218740A1 (de) * | 2002-04-26 | 2003-11-13 | Bayerische Motoren Werke Ag | Vorrichtung zur Veränderung eines Verdichtungsverhältnisses einer Hubkolben-Brennkraftmaschine |
DE10230429A1 (de) * | 2002-07-06 | 2004-01-15 | Bayerische Motoren Werke Ag | Exzenter-Verstellvorrichtung für einen Kurbeltrieb |
DE10309651A1 (de) * | 2003-03-06 | 2004-09-23 | Daimlerchrysler Ag | Hubkolbenmaschine |
DE102004053225A1 (de) * | 2004-11-04 | 2006-05-11 | Daimlerchrysler Ag | Hubkolbenmaschine |
DE102012008783B4 (de) * | 2012-04-28 | 2017-12-07 | Audi Ag | Brennkraftmaschine mit variabler Verdichtung |
CN203488252U (zh) * | 2012-09-04 | 2014-03-19 | 福特环球技术公司 | 曲轴传动装置 |
DE102013021635A1 (de) * | 2013-12-18 | 2015-06-18 | Daimler Ag | Hubkolben-Verbrennungskraftmaschine |
-
2015
- 2015-12-10 DE DE102015224909.3A patent/DE102015224909A1/de not_active Withdrawn
-
2016
- 2016-12-08 CN CN201680071623.5A patent/CN108368775B/zh active Active
- 2016-12-08 EP EP16809371.4A patent/EP3387234B1/de active Active
- 2016-12-08 WO PCT/EP2016/080328 patent/WO2017097934A1/de unknown
Also Published As
Publication number | Publication date |
---|---|
CN108368775A (zh) | 2018-08-03 |
EP3387234B1 (de) | 2020-02-19 |
WO2017097934A1 (de) | 2017-06-15 |
CN108368775B (zh) | 2020-07-03 |
DE102015224909A1 (de) | 2017-06-14 |
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