EP3418532B1 - Vorrichtung zur regulierung des kompressionsgrads eines verbrennungsmotors - Google Patents

Vorrichtung zur regulierung des kompressionsgrads eines verbrennungsmotors Download PDF

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Publication number
EP3418532B1
EP3418532B1 EP18160194.9A EP18160194A EP3418532B1 EP 3418532 B1 EP3418532 B1 EP 3418532B1 EP 18160194 A EP18160194 A EP 18160194A EP 3418532 B1 EP3418532 B1 EP 3418532B1
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EP
European Patent Office
Prior art keywords
thermal expansion
connecting rod
expansion coefficient
operating element
lever
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Active
Application number
EP18160194.9A
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English (en)
French (fr)
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EP3418532A1 (de
Inventor
Jean-Pierre Millon
Jérome PAILLARD
Benoit Verbeke
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.)
Renault SAS
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Renault SAS
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Publication of EP3418532A1 publication Critical patent/EP3418532A1/de
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Publication of EP3418532B1 publication Critical patent/EP3418532B1/de
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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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D15/00—Varying compression ratio
    • F02D15/04—Varying compression ratio by alteration of volume of compression space without changing piston stroke

Definitions

  • the invention relates to a device for adjusting the compression ratio of an internal combustion engine.
  • This device comprises a connecting rod, the head of which receives the axis of the crankshaft and the foot of which cooperates with a mechanism for adjusting the position of the piston.
  • This adjustment mechanism comprises an eccentric having a bore for receiving the piston shaft.
  • the eccentric rotates on itself under the action of a lever whose center of tilt is also the center of rotation of the eccentric.
  • the lever extends on either side of the eccentric and includes a first end and a second end. These ends are connected respectively to two rods, each of these rods slides in a corresponding compression chamber and produced in the body of the connecting rod. The pressure difference in these chambers causes the rods to move in two opposite directions, allowing the lever to swing to one side or the other side.
  • the tilting of the lever causes the rotation of the eccentric and therefore the change of position of the piston head.
  • the compression chambers are supplied with oil.
  • a pilot valve for example of the 3/2 type, communicates with these chambers and controls the supply or discharge of each of them.
  • the pilot valve is not part of the connecting rod.
  • the pilot valve is controlled at each engine revolution to perform a rotation in a non-rotating guide.
  • This device is relatively complicated and involves contact of the pilot valve, the movement of which is rotary, with a non-rotating guide. This may result in an audible sliding noise of the valve in the guide, or even significant friction between these two elements. This increases the risk of pilot valve failure and guide wear. Therefore, this eccentric adjustment mechanism is unreliable and requires regular monitoring of operation, which generally complicates the eccentric adjustment mechanism.
  • an objective of the invention is to provide a device for adjusting the compression ratio of the engine which is reliable and simple to install.
  • the connecting rod and the operating element are respectively made of materials having different thermal expansion coefficients.
  • the respective dimensions of these elements will vary differently under the effect of variation in engine temperature. Thanks to the expansion or retraction differential between the connecting rod and the operating element, the operating element can act on the lever and cause it to tilt to the desired side. Following the tilting of the lever, the eccentric turns on itself and modifies the position of the piston, and therefore modifies the compression ratio.
  • the adjustment of the compression ratio therefore depends on a characteristic inherent in the connecting rod and in the operating element, here the coefficient of thermal expansion. In this way, there is little, or even there is no element external to the connecting rod to control the action of the operating element on the lever, which makes the device according to the invention more reliable and less complex compared to a device of the state of the art using piloted actuators.
  • the device according to the invention is particularly suitable for a diesel engine.
  • the device according to the invention can be designed so as to put the piston in a position conferring a high compression ratio on the diesel engine as soon as it is started.
  • the devices of the state of the art since the pressurized oil supply system for these devices is not operational when the engine is started. Therefore, at this time, the devices of the state of the art impart a low compression ratio to the engine, which will delay or even make it impossible to start it.
  • the invention also relates to an internal combustion engine equipped with at least one device for adjusting the compression ratio comprising at least one of the preceding characteristics.
  • the invention also relates to a vehicle equipped with such an engine.
  • top corresponds to the top and bottom of figures 1 to 5 as presented.
  • bottom corresponds to the top and bottom of figures 1 to 5 as presented.
  • left and right correspond to the left and right of the figures 1 to 5 as presented.
  • a compression ratio adjustment device 1 comprises a piston 2 mounted on a connecting rod 3, an eccentric 4 cooperating with the connecting rod 3.
  • the piston 2 comprises a piston head 21 connected to a piston shaft 22.
  • the eccentric 4 moves the piston head 21 from top to bottom, and vice versa, in the vertical direction F1 illustrated on figure figure 1 .
  • the connecting rod 3 comprises three main parts: the foot 31, the body 33 and the head 34.
  • the connecting rod end 31 comprises a vertical slot and a first opening whose axis is horizontal and perpendicular to said slot.
  • the first opening receives a main shaft 41 of the eccentric 4. Since the views illustrated on the figures 1 to 4 are section views of the adjuster 1, the vertical slit and the first opening are not clearly visible.
  • the big end 34 comprises a second opening 35 which receives an engine crankshaft axis.
  • the connecting rod body 33 connects the foot 31 to the connecting rod big end 34.
  • the eccentric 4 is installed at the level of the small end 32. Specifically, the eccentric 4 comprises a main shaft 41 fitted into the first opening so that, once installed in said opening, the main shaft 41 can rotate around it. himself.
  • Main shaft 41 includes an eccentric bore 42, that is, it is offset from a center I of main shaft 41.
  • eccentric bore 42 is offset to the left by relative to the center I of the tree main 41.
  • the eccentric bore 42 is designed to receive the piston shaft 22. The latter is held stationary by friction when engaged in the eccentric bore 42.
  • the eccentric 4 further comprises a lever 43 integral with the main shaft 41.
  • the lever 43 comprises a toothed internal bore 430 having a shape complementary to a toothed portion 410 of the main shaft. 41.
  • the lever 43 is housed in the vertical slot at the level of the small end.
  • Lever 43 also includes an arm 431 extending to the right from toothed bore 430.
  • an operating element 44 is connected to the lever 43 to an attachment point 441 located on the arm 431, or also called the top attachment point 441.
  • the operating element 44 is a rod 443 housed in a housing 330 made in the connecting rod body 33. Said housing 330 opens out towards the outside of the connecting rod body 33.
  • the rod 443 is connected to the connecting rod body 33 at an attachment point 442 located at the bottom of the chamber, or also called low attachment point 442.
  • the adjustment device 1 makes it possible to adjust the compression ratio by changing the position of the piston head 21.
  • the operating principle of the adjustment device 1 is based on an expansion differential between two constituent elements of the device to act on the lever 43 and turn the main shaft 41 of the eccentric 4. These two elements are the element of maneuver 44, here the rod 443, and the connecting rod 3.
  • the rod 443 is made of a material having a positive thermal expansion coefficient while the connecting rod 3 is made of a material having a substantially zero thermal expansion coefficient.
  • substantially zero thermal expansion coefficient is understood to mean a value very close to zero value, for example less than or equal to 2 x 10 -6 K -1 .
  • the connecting rod 3 has a coefficient of thermal expansion of zero.
  • the position of the piston head 21 therefore affects the dead volume of the cylinder.
  • the piston head 21 is in the maximum high position in which the distance between the upper end 210 of the piston head 21 and the center O of the second opening 35 from the bottom has its maximum value d max .
  • the dead volume in this case, has a minimum volume, which corresponds to the highest compression ratio ⁇ max .
  • the state of the engine corresponding to the figure 1 is its state before starting, i.e. the temperature in the motor is approximately the same as the ambient temperature T amb .
  • the rod 443 being made of a material having a positive coefficient of expansion, is in a retracted state at room temperature, as illustrated in figure 1 .
  • the rod 443 barely comes out of its housing 330 and directs the arm 431 of the lever 43 downwards.
  • the arm 431 in this low configuration positions the main shaft 41 so as to place the eccentric bore 42 at the top left of the center I of the main shaft 41.
  • the piston shaft 22, or more exactly the piston head 21 is placed in the maximum high position as illustrated in figure 1 .
  • the piston head 21 is in the maximum low position in which the distance between the upper end 210 of the piston head 21 and the center O of the second opening 35 from the bottom has its minimum value d min .
  • the motor has reached a maximum temperature T max .
  • the maximum temperature may exceed the threshold temperature T threshold corresponding to an upper limit thermal capacity of the motor.
  • the overboost can be carried out on an atmospheric Diesel engine, that is to say a Diesel engine without a forced air supply system for the engine, for example a compressor.
  • the gases injected are strongly pressed in order to achieve better filling of the cylinders.
  • the torque produced by the motor is temporarily increased and we go beyond the admissible threshold of the motor in terms of capacity. thermal.
  • the motor thus heats up beyond its threshold temperature T threshold to reach the maximum temperature T max .
  • the variable compression ratio system by expansion makes it possible to increase the duration of “overboost” for the same maximum torque, or to increase the maximum torque for the same duration of “l 'overboost', by reducing the temperature reached by the engine for the same torque produced. This is the added value of the system according to the invention, for this particular operating condition.
  • the rod 443 decreases the compression ratio thereof to a minimum value 15.
  • the connecting rod 3 since the connecting rod 3 has a thermal expansion coefficient close to zero, or even equal to zero, the dimensions of the connecting rod 3 hardly vary.
  • the compression ratio remains relatively high. This is very beneficial for a Diesel engine which needs a high compression ratio at start-up.
  • the rod 443 expands and acts on the lever 43 so that the latter lowers the piston head. 21.
  • the compression ratio is thus reduced.
  • the compression ratio can be further reduced if necessary by triggering the overboost phase during which the engine reaches the maximum temperature T max .
  • the arrangement between the eccentric 4 and the connecting rod 3 remains identical to the first embodiment except that the arm 531 of the lever 53 and the operating element 54 are now located to the left of the figures 3 and 4 .
  • the location of the arm 531 and of the operating element 54 is different from that of the first example, since the operating element 54 of the second example is made of a material having a negative thermal expansion coefficient.
  • the connecting rod 3 remains insensitive to variations in the temperature of the engine.
  • the operating element 54 according to the second example has the shape of an elongated rod 543 similar to that of the first example.
  • the piston head 21 is in the maximum high position.
  • Engine temperature is ambient temperature.
  • the arm 531 of the lever 53 is held up and the main shaft 41 is in a position where the eccentric bore 42 is located at the top left of the figure 3 .
  • the piston head 21 is in its maximum high position conferring a maximum compression ratio ⁇ max on the engine.
  • the distance between the upper end 210 of the piston head 21 and the center O of the second opening has a maximum value dmax.
  • the engine temperature now reaches the maximum value T max .
  • the maximum temperature T max can exceed the threshold temperature of the motor representing the upper limit thermal capacity of the motor.
  • the motor can reach the maximum temperature T max during the overboost phases.
  • Rod 543 shown in figure 4 , is in a maximum retracted state. Indeed, by having a negative coefficient of expansion, the rod 543 retracts as the temperature of the engine increases. When the motor reaches the maximum temperature T max , the rod 543 is retracted to its maximum. In this configuration, the rod 543 maintains the arm 531 of the lever in a low position in which the eccentric bore 42 is located at the bottom left of the figure 4 . Thus, the piston head 21 is in its maximum low position conferring a minimum compression ratio ⁇ min on the engine.
  • the compression ratio remains relatively high.
  • rod 543 gradually retracts by directing arm 531 downward.
  • the piston head 21 is thus lowered and reduces the compression ratio.
  • the compression ratio can be further reduced by triggering the “overboost” phase.
  • the position of the top attachment points of the operating element it is possible to modify the position of the top attachment points of the operating element.
  • the distance of the lever arm di between this top attachment point and the center I of the eccentric is modified.
  • the greater this distance di the smaller the angle of rotation of the eccentric.
  • the smaller this distance di the greater the angle of rotation of the eccentric.
  • the angle of rotation of the eccentric has a direct impact on the position of the piston head, and therefore on the engine compression ratio.
  • the lower hooking point of the operating element in the connecting rod body can be shifted to the right or to the left in order to adjust the angle of rotation of the eccentric according to the compression ratio. wish.
  • the operating element is made of a material having a coefficient of thermal expansion that is substantially zero, or even zero, while the connecting rod body is made of a material having a positive coefficient of thermal expansion.
  • invar for the operating element and steel for the connecting rod are examples of invar.
  • the operating element and the connecting rod can both have a thermal expansion coefficient of the same sign, negative or positive, provided that a difference, in absolute value, predefined between the coefficients is respected.
  • This difference can be of the order of 140 x 10 -6 K -1 .
  • the expansion differential between the operating element and the connecting rod can be increased by heating the part with the highest expansion among these two parts by external means, in particular by an electrical resistance.
  • an electric current can flow within the part with high expansion in the event that this part is conductive.
  • the operating element is an elongated rod in the direction of movement of the piston.
  • the operating element may consist of an alternating succession of parts having the same non-zero thermal expansion coefficient and parts having the same substantially zero thermal expansion coefficient, said parts being substantially parallel to the direction of movement of the piston head.
  • substantially parallel to the direction of movement of the foot of the piston is meant that the angle formed between the axis of the part concerned and the direction of movement of the piston is within the range of [0 °; 20 °].
  • a first part 65 having a non-zero thermal coefficient is arranged vertically.
  • the first part 65 is connected, at its lower end 651, to the body of the connecting rod.
  • the first part 65 is connected to an intermediate part 66 at its upper end 652.
  • the intermediate part 66 has a zero thermal expansion coefficient.
  • the intermediate part 66 from its connection 661 with the first part 65, joins a second part 67, identical to the first part 65, of the same length, of the same material in its lower part 671.
  • the lower part 671 of the second part 67 is located at the same level as that of the first part 65.
  • the second part 67 extends vertically upwards from the connection 662 at the bottom with the intermediate part 66.
  • the upper end 672 of the second part 67 is connected to the lever.
  • the second part 67 may be different from the first part 65 depending on the need for expansion and the shape constraints imposed by the mechanical environment. For example, they may not be the same length or be made from different materials.

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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)

Claims (11)

  1. Vorrichtung zur Regulierung (1; 1') des Verdichtungsverhältnisses eines Verbrennungsmotors, wobei die Regulierungsvorrichtung (1; 1') umfasst:
    - eine Pleuelstange (3), die ein oberes Pleuelauge (31), ein unteres Pleuelauge (34), das dazu bestimmt ist, eine Kurbelwelle des Motors aufzunehmen, und einen Pleuelschaft (33), der das obere Pleuelauge (31) mit dem unteren Pleuelauge (34) verbindet, umfasst;
    - einen Kolben (2), der eine Kolbenwelle (22) umfasst;
    - einen Exzenter (4), umfassend
    - eine Hauptwelle (41), die am oberen Pleuelauge (31) angebracht ist und eine exzentrische Bohrung (42) aufweist, welche die Kolbenwelle (22) aufnimmt;
    - einen Hebel (43; 53), der mit der Hauptwelle (41) derart zusammenwirkt, dass durch das Schwenken des Hebels (43; 53) bewirkt wird, dass sich die Hauptwelle (41) um sich selbst dreht;
    - wenigstens ein Betätigungselement (44; 54; 64), das einerseits mit dem Pleuelschaft (33) und andererseits mit dem Hebel (43; 53) verbunden ist, um so ein Schwenken des Hebels (43; 53) zu bewirken;
    wobei die Regulierungsvorrichtung (1; 1') dadurch gekennzeichnet ist, dass die Pleuelstange (3) und das Betätigungselement (44; 54; 64) aus Materialien hergestellt sind, die verschiedene jeweilige Wärmeausdehnungskoeffizienten aufweisen und einen Ausdehnungsunterschied aufweisen, der geeignet ist, ein Schwenken des Hebels zu bewirken.
  2. Regulierungsvorrichtung (1; 1') nach Anspruch 1, dadurch gekennzeichnet, dass der Wärmeausdehnungskoeffizient der Pleuelstange (3) größer als der Wärmeausdehnungskoeffizient des Betätigungselements (44; 54; 64) ist.
  3. Regulierungsvorrichtung (1; 1') nach Anspruch 1, dadurch gekennzeichnet, dass der Wärmeausdehnungskoeffizient des Betätigungselements (44; 54; 64) größer als der Wärmeausdehnungskoeffizient der Pleuelstange (3) ist.
  4. Regulierungsvorrichtung (1; 1') nach einem der Ansprüche 1 bis 3, dadurch gekennzeichnet, dass das Betätigungselement (64) eine abwechselnde Folge von Teilen (65, 67) ist, die ein und denselben, von null verschiedenen Wärmeausdehnungskoeffizienten aufweisen, und von Teilen (66), die ein und denselben Wärmeausdehnungskoeffizienten aufweisen, der im Wesentlichen null ist, wobei die Teile (65, 66, 67) im Wesentlichen parallel zu einer Bewegungsrichtung (F1) eines Kolbenbodens (21) sind.
  5. Regulierungsvorrichtung (1; 1') nach Anspruch 4, dadurch gekennzeichnet, dass das Betätigungselement (64) zwei Teile (65, 67) umfasst, die ein und denselben, von null verschiedenen Wärmeausdehnungskoeffizienten aufweisen und durch ein Teil (66) mit einem Wärmeausdehnungskoeffizienten, der im Wesentlichen null ist, getrennt sind, wobei das erste Teil (65) mit von null verschiedenem Wärmeausdehnungskoeffizienten mit dem Pleuelschaft (33) verbunden ist und das zweite Teil (67) mit von null verschiedenem Wärmeausdehnungskoeffizienten mit dem Hebel (43; 53) verbunden ist.
  6. Regulierungsvorrichtung (1; 1') nach Anspruch 4, dadurch gekennzeichnet, dass das Betätigungselement zwei Teile umfasst, die ein und denselben Wärmeausdehnungskoeffizienten aufweisen, der im Wesentlichen null ist, und die durch ein Teil mit von null verschiedenem Wärmeausdehnungskoeffizienten getrennt sind, wobei das erste Teil mit einem Wärmeausdehnungskoeffizienten, der im Wesentlichen null ist, mit dem Pleuelschaft verbunden ist und das zweite Teil mit einem Wärmeausdehnungskoeffizienten, der im Wesentlichen null ist, mit dem Hebel verbunden ist.
  7. Regulierungsvorrichtung (1; 1') nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass der Hebel (43; 53) mehrere Anhängepunkte umfasst, wobei die jeweiligen Abstände zwischen diesen Anhängepunkten und dem Mittelpunkt (I) der Hauptwelle (41) des Exzenters (4) verschieden sind und das Betätigungselement (44; 54) mit dem Hebel (43; 53) an einem dieser Anhängepunkte (441; 541) verbunden ist.
  8. Regulierungsvorrichtung (1; 1') nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass sie ein Organ zur Steuerung der Ausdehnung des Teils mit der stärksten Ausdehnung von dem Betätigungselement (44; 54) und der Pleuelstange (3) umfasst.
  9. Regulierungsvorrichtung (1; 1') nach dem vorhergehenden Anspruch, dadurch gekennzeichnet, dass das Organ zur Steuerung der Ausdehnung ein elektrischer Widerstand ist.
  10. Verbrennungsmotor, dadurch gekennzeichnet, dass er wenigstens eine Vorrichtung zur Regulierung (1; 1') des Verdichtungsverhältnisses nach einem der vorhergehenden Ansprüche umfasst.
  11. Kraftfahrzeug, dadurch gekennzeichnet, dass es den Motor nach dem vorhergehenden Anspruch umfasst.
EP18160194.9A 2017-06-20 2018-03-06 Vorrichtung zur regulierung des kompressionsgrads eines verbrennungsmotors Active EP3418532B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR1755614A FR3067758B1 (fr) 2017-06-20 2017-06-20 Dispositif de reglage de taux de compression d'un moteur a combustion interne

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EP3418532A1 EP3418532A1 (de) 2018-12-26
EP3418532B1 true EP3418532B1 (de) 2020-12-23

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FR3114786A1 (fr) * 2020-10-02 2022-04-08 Renault Procédé de gestion d’un niveau de charge d’un élément de stockage d’énergie électrique d’un groupe motopropulseur

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DE102014007050A1 (de) * 2014-05-15 2015-11-19 Fev Gmbh Kolbenmaschine mit einem Pleuelschaft aus mehreren Teilen

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Publication number Priority date Publication date Assignee Title
DE3148193A1 (de) * 1981-12-05 1983-06-09 Daimler-Benz Ag, 7000 Stuttgart "kolbenbrennkraftmaschine mit veraenderlichem verdichtungsverhaeltnis"
DE102011002138A1 (de) * 2011-04-18 2012-10-18 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Verstellbare Pleuelstangenvorrichtung für eine Brennkraftmaschine und Brennkraftmaschine mit einer derartigen verstellbaren Pleuelstangenvorrichtung
DE102013014090A1 (de) * 2013-08-27 2015-03-05 Dr. Ing. H.C. F. Porsche Ag Verbrennungsmotor und Pleuelstange
DE102013223746B3 (de) * 2013-11-21 2015-01-08 Schaeffler Technologies Gmbh & Co. Kg Vorrichtung zur Veränderung des Verdichtungsverhältnisses einer Zylindereinheit einer Hubkolbenbrennkraftmaschine

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102014007050A1 (de) * 2014-05-15 2015-11-19 Fev Gmbh Kolbenmaschine mit einem Pleuelschaft aus mehreren Teilen

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FR3067758B1 (fr) 2019-06-28
EP3418532A1 (de) 2018-12-26
FR3067758A1 (fr) 2018-12-21

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