EP4006323B1 - Brennkraftmaschine mit variablem verdichtungsverhältnis - Google Patents

Brennkraftmaschine mit variablem verdichtungsverhältnis Download PDF

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Publication number
EP4006323B1
EP4006323B1 EP20210071.5A EP20210071A EP4006323B1 EP 4006323 B1 EP4006323 B1 EP 4006323B1 EP 20210071 A EP20210071 A EP 20210071A EP 4006323 B1 EP4006323 B1 EP 4006323B1
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EP
European Patent Office
Prior art keywords
gear
eccentric member
balancing
internal combustion
combustion engine
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EP20210071.5A
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English (en)
French (fr)
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EP4006323A1 (de
Inventor
Lambertus Hendrik De Gooijer
Sander Wagenaar
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Gomecsys BV
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Gomecsys BV
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Priority to EP20210071.5A priority Critical patent/EP4006323B1/de
Priority to PCT/EP2021/082736 priority patent/WO2022112275A1/en
Publication of EP4006323A1 publication Critical patent/EP4006323A1/de
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Publication of EP4006323B1 publication Critical patent/EP4006323B1/de
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    • 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
    • F02B75/048—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of a variable crank stroke length

Definitions

  • the present invention relates to an internal combustion engine including variable compression ratio comprising a crankshaft being rotatable about a crankshaft axis and having a crankpin, wherein the crankshaft axis and a centreline of the crankpin span a crank plane, a connecting rod, a piston being rotatably connected to a distal end portion of the connecting rod, an eccentric member being rotatably mounted on the crankpin and comprising a bearing portion having an outer circumferential wall which bears a proximal end portion of the connecting rod such that the connecting rod is rotatably mounted on the bearing portion, wherein the bearing portion is eccentrically disposed with respect to the crankpin and the eccentric member is provided with an eccentric member gear which is drivably coupled to a gear train for rotating the eccentric member with respect to the crankpin.
  • Such an internal combustion engine is known from EP 3 365 544 .
  • the gear train comprises a first intermediate gear which meshes with the eccentric member gear and which is fixed to a second intermediate gear that has a smaller diameter than the first intermediate gear.
  • the first and second intermediate gears are rotatably mounted to the crankshaft and have a common axis of rotation which extends parallel to the crankshaft axis and a centreline of the crankpin.
  • the gear train further comprises an actuating gear which meshes with the second intermediate gear and which is fixed to an actuating shaft that extends through the crankshaft.
  • the actuating shaft is rotatable with respect to the crankshaft about the crankshaft axis.
  • the actuating shaft In case of running at fixed compression ratio the actuating shaft has a fixed angular position with respect to a crankcase of the engine.
  • the gear ratios of the gears of the gear train and the eccentric member gear are such that under operating conditions, in case of a standstill of the actuating gear, the eccentric member is rotated with respect to the crankpin at half speed of the speed of the crankshaft with respect to the crankcase and in opposite direction thereof.
  • the eccentric member rotates once about the crankpin in opposite direction; as seen from the crankcase the eccentric member rotates once about the centreline of the crankpin in the same rotational direction as the crankshaft.
  • an inertial force on the eccentric member may lead to a torque about the centreline of the crankpin under operating conditions when the direction of such inertial force is angled with respect to a plane that is spanned by the centreline of the crankpin and a centreline of the bearing portion of the eccentric member.
  • the location of maximum eccentricity of the eccentric member lies in this plane.
  • the torque on the eccentric member is transferred to the gear train and may lead to a relatively high force peak on gear teeth, particularly on gear teeth of the relatively small actuating gear. This drawback typically increases in case of small high-speed engines, which may run at a speed of more than 6000 rpm, for example.
  • the present invention aims to improve the internal combustion as described above.
  • the internal combustion engine according to the invention is characterized in that the gear train comprises a balancing gear which is rotatably mounted to the crankshaft and rotates with respect to the crankshaft about a balancing gear axis at the same speed as the eccentric member gear under operating conditions, wherein the crankshaft axis and the balancing gear axis span a balancing gear plane, wherein the balancing gear has an eccentrical centre of gravity which is located such that under operating conditions it causes a counter torque against a torque that is exerted by the eccentric member gear onto the balancing gear due to an inertial force on the eccentric member.
  • the counter torque is generated by a centrifugal force on the balancing gear which has a direction from the crankshaft axis to the centre of gravity of the balancing gear.
  • An advantage of providing a counter torque by the balancing gear is that the torque which is exerted by the eccentric member onto the balancing gear is not or not fully transferred to one or more gears of the gear train which are drivably coupled to the eccentric member gear via the balancing gear.
  • the inertial force on the eccentric member may be generated by inertia of at least one of the piston, the connecting rod and the eccentric member itself.
  • the inertial force of the piston and the connecting rod onto the eccentric member is high; when in this situation a plane that is spanned by the centreline of the crankpin and a centreline of the bearing portion is angled with respect to the direction of the inertial force, the inertial force generates a torque on the eccentric member about the centreline of the crankpin.
  • This torque is transferred to the balancing gear, but due to the invention it is not or not fully transferred further to one or more gears of the gear train which are drivably coupled to the eccentric member gear via the balancing gear.
  • the gear train has more than one gear and is adapted such that the balancing gear rotates about the balancing gear axis at the same speed as the eccentric member gear rotates about the crankpin.
  • the gear train is adapted such that the eccentric member rotates with respect to the crankpin at half speed of the speed of the crankshaft and in opposite direction thereof, since the relative motion of the eccentric member and the crankpin, on the one hand, and of the eccentric member and the connecting rod, on the other hand, is relatively small, which minimizes friction losses.
  • bearings between the bearing portion and the connecting rod and between the eccentric member and the crankpin experience half the crankshaft speed.
  • the internal combustion engine may also have a control mechanism which is drivably coupled to the gear train in order to vary the compression ratio of the internal combustion engine.
  • the eccentric member has an eccentrical centre of gravity and the inertial force is a centrifugal force caused by the eccentrical centre of gravity of the eccentric member.
  • centrifugal forces of the eccentric member and the balancing gear in the centres of gravity of the eccentric member and the balancing gear, respectively, are directed radially from the crankshaft axis; centrifugal forces in the centres of gravity due to rotation of the eccentric member about the crankpin and the balancing gear about the balancing gear axis, respectively, are neglected since their rotational speeds are half of the rotational speed of the crankshaft.
  • the centre of gravity of the eccentric member lies in a plane that is spanned by the centreline of the crankpin and a centreline of the bearing portion, wherein the eccentric member and the balancing gear are arranged such that when under operating conditions the centre of gravity of the eccentric member lies in the crank plane, the centre of gravity of the balancing gear lies in the balancing gear plane.
  • This synchronizes the torque and counter torque under operating conditions, such that the torque and counter torque increase at the same time and decrease at the same time.
  • the centre of gravity of the eccentric member lies in the crank plane and the centre of gravity of the balancing gear lies in the balancing gear plane the torque and counter torque are zero. It is noted that in this case there may still be another inertial force than the centrifugal force onto the eccentric member, which generates a torque on the eccentric member.
  • the centre of gravity of the eccentric member lies in the crank plane and the centreline of the crankpin lies between the crankshaft axis and the centre of gravity of the eccentric member, the centre of gravity of the balancing gear lies between the crankshaft axis and the balancing gear axis.
  • the eccentric member gear and the balancing gear may rotate in opposite direction with respect to each other under operating conditions.
  • the gear train comprises an actuating gear which is drivably coupled to the balancing gear and fixed to an actuating shaft, wherein the actuating shaft is rotatably mounted to the crankshaft and rotatable about an axis which coincides with the crankshaft axis, wherein under operating conditions the actuating shaft stands still at fixed compression ratio.
  • the actuating gear may be located at the same side of a crank arm of the crankshaft as the eccentric member gear and the balancing gear, whereas the actuating shaft extends through the crankshaft. It is noted that a stand still of the actuating shaft means that the actuating shaft has a fixed position with respect to a crankcase of the internal combustion engine.
  • the balancing gear is a first stage gear that is fixed to a second stage gear and which has a larger diameter than the second stage gear, wherein the second stage gear meshes with the actuating gear.
  • the second stage gear also forms part of the gear train.
  • crank plane and the balancing gear plane may coincide.
  • the balancing gear is an intermediate gear which meshes with the actuating gear.
  • the number of teeth of the intermediate gear equals the number of teeth of the eccentric member gear and equals twice the number of teeth of the actuating gear.
  • the intermediate meshes with the actuating gear and the eccentric member gear.
  • the intermediate gear may extend beyond the eccentric member gear, whereas the actuating gear at least partly overlaps the eccentric member gear. This provides the opportunity to design an internal combustion engine including a relatively short stroke.
  • crank plane and the balancing gear plane may be angled with respect to each other.
  • the counter torque may be smaller than the torque that is exerted by the eccentric member onto the balancing gear.
  • the level of the counter torque can be adapted by selecting the location of the centre of gravity of the balancing gear.
  • the counter torque is higher than the torque which is exerted by the eccentric member onto the balancing gear due to the centrifugal force caused by the eccentrical centre of gravity of the eccentric member in order to at least partly balance an additional imbalance, which is caused by another inertial force on the eccentric member.
  • the eccentrical centre of gravity of the balancing gear may be created by a cavity in the balancing gear, but alternative manners are conceivable.
  • the balancing gear may be thicker at a side of the balancing gear axis where its centre of gravity is intended such that its teeth are also longer at that side.
  • Figs. 1-4 show parts of an embodiment of an internal combustion engine 1 including variable compression ratio according to the invention.
  • Figs. 5-11 show different situations of this embodiment under operating conditions.
  • the engine 1 comprises a crankshaft 2 which is rotatably mounted to a crankcase (not shown) and rotatable about a crankshaft axis 3.
  • the crankshaft 2 has a crankpin 4 on which an eccentric member 5 is rotatably mounted.
  • the eccentric member 5 is rotatable about a centreline of the crankpin 4.
  • the eccentric member 5 comprises a bearing portion 6 which has an outer circumferential wall that bears a proximal end portion or a big end of a connecting rod 7.
  • the connecting rod 7 is rotatably mounted on the bearing portion 6 and rotatable about a centreline of the bearing portion 6, which is parallel to the centreline of the crankpin 4.
  • the bearing portion 6 is eccentrically disposed with respect to the crankpin 4.
  • Fig. 4 shows a small circle on the eccentric member 5 which indicates the angular location where the eccentricity of the bearing portion 6 has its maximum. This angular location lies in a plane that is spanned by the centreline of the crankpin 4 and the centreline of the bearing portion 6. Due to the eccentricity the eccentric member 5 has an eccentrical centre of gravity, see Figs. 10 and 11 in which the centre of gravity is indicated by reference sign 5a. In this case the angular location of the centre of gravity 5a is the same as the angular location where the eccentricity of the bearing portion 6 has its maximum.
  • the internal combustion engine 1 is further provided with a piston 8 which is rotatably connected to a distal end portion or a small end of the connecting rod 7.
  • the engine 1 has a single cylinder but a multi-cylinder is also conceivable.
  • the eccentric member 5 is provided with an eccentric member gear 9 which has an axis of rotation that coincides with the centreline of the crankpin 4.
  • the eccentric member 5 is drivably coupled to a gear train 10 for rotating the eccentric member 5 with respect to the crankpin 4 at half speed of the speed of the crankshaft 2 and in opposite direction thereof. This means that if the crankshaft 2 rotates twice about the crankshaft axis 3 in clockwise direction, the eccentric member 5 rotates once about the crankpin 4 in anti-clockwise direction.
  • the gear train comprises a first stage gear 11 that meshes with the eccentric member gear 9, a second stage gear 12 which is fixed to the first stage gear 11 and an actuating gear 13 which meshes with the second stage gear 12.
  • the first stage gear 11 and the second stage gear 12 are rotatably mounted to the crankshaft 2 and have a common axis of rotation.
  • the actuating gear 13 is fixed to an actuating shaft 14 that extends through the crankshaft 2.
  • the actuating shaft 14 is rotatable with respect to the crankshaft 2 about the crankshaft axis 3.
  • a worm wheel 15 is fixed on the actuating shaft 14 and the worm wheel 15 meshes with a worm 16 that is drivable by an electric motor 17.
  • the electric motor 17, worm 16 and worm wheel 15 form part of a control mechanism which is drivably coupled to the gear train 10.
  • the actuating shaft 14 can be turned by the electric motor 17 in order to vary the compression ratio of the internal combustion engine 1. This provides the opportunity to operate the internal combustion engine 1 at a high compression ratio under low load conditions in order to improve its efficiency. Under high load conditions, the compression ratio can be decreased to avoid detonations. In case of running at fixed compression ratio the actuating shaft 14 has a fixed angular position with respect to the crankcase.
  • the eccentrical centre of gravity 5a of the eccentric member 5 When the internal combustion engine 1 is running the eccentrical centre of gravity 5a of the eccentric member 5 generates a centrifugal force on the eccentric member 5, which is directed radially from the crankshaft axis 3.
  • the centrifugal force leads to a fluctuating torque about the centreline of the crankpin 4.
  • the fluctuating torque is exerted onto the first stage gear 11 by the eccentric member 5 via the eccentric member gear 9.
  • the first stage gear 11 is a balancing gear.
  • first stage gear 11 has the same number of teeth as the eccentric member gear 9, such that it rotates at the same speed as the eccentric member gear 9 under operating conditions and that the first stage gear 11 has an eccentrical centre of gravity 11a, see Figs. 10 and 11 in which the centre of gravity is indicated by reference sign 11a.
  • the centre of gravity 11a of the first stage gear 11 is located such that under operating conditions it causes a counter torque against the torque that is exerted by the eccentric member 5 onto the first stage gear 11 due to the centrifugal force.
  • the centre of gravity 11a of the first stage gear 11 is located eccentrically because of the presence of a cavity 18 in the first stage gear 11, but this can be created in an alternative manner.
  • the centre of gravity 11a of the first stage gear 11 and the cavity 18 are located at opposite sides of the common axis of rotation of the first stage gear 11 and the second stage gear 12.
  • the common axis of rotation of the first stage gear 11 and the second stage gear 12 may be called a balancing gear axis. It is noted that since the first stage gear 11 and the second stage gear 12 are fixed to each other the eccentrical centre of gravity 11a may also be created at the second stage gear 12, for example by creating a cavity in the second stage gear 12.
  • Figs. 5-9 show successive situations of the engine 1 under operating conditions when the piston 8 moves from top dead centre, where firing starts, to bottom dead centre, where gas exchange starts, and back to top dead centre where gas exchange stops, hence during one revolution of the crankshaft 2.
  • the figures show that during one revolution of the crankshaft 2 in clockwise direction the crank member 5 rotates by a half revolution about the crankpin 4 in anti-clockwise direction.
  • Figs. 10 and 11 illustrate the locations of the centres of gravity 5a, 11a of the eccentric member 5 and the first stage gear 11 in the situations as shown in Figs. 5 and 7 , respectively.
  • crankshaft axis 3 and the axis of rotation of the first stage gear 11 lie in a balancing gear plane, which coincides with the crank plane because of the arrangement and dimensions of the actuating gear 13, the first stage gear 11, the second stage gear 12 and the eccentric member gear 9. Furthermore, the centre of gravity 11a of the first stage gear 11 is located in the balancing gear plane and lies between the crankshaft axis 3 and the axis of rotation of the first stage gear 11.
  • Fig. 10 illustrates the centrifugal forces in the respective centres of gravity 11a and 5a, which centrifugal forces are directed radially from the crankshaft axis 3. Because of the locations of the centre of gravity 11a of the first stage gear 11 and the centre of gravity 5a of the eccentric member 5 the respective centrifugal forces are directed in opposite direction.
  • the centrifugal force on the eccentric member 5 is directed through the centreline of the crankpin 4 and the centrifugal force on the first stage gear 11 is directed through its axis of rotation, which means that in this situation they do not generate a torque about the centreline of the crankpin 4 and the axis of rotation of the first stage gear 11, respectively.
  • Fig. 11 shows a situation in which the piston 8 is in bottom dead centre. Since the first stage gear 11 and the eccentric member gear 9 mesh with each other the centres of gravity 11a, 5a of the first stage gear 11 and the eccentric member 5 have rotated in opposite directions with respect to each other compared to the situation as shown in Fig. 10 .
  • the centre of gravity 5a of the eccentric member 5 lies outside the crank plane that is spanned by the crankshaft axis 3 and the centreline of the crankpin 4, and the centre of gravity 11a of the first stage gear 11 lies outside the balancing gear plane that is spanned by the crankshaft axis 3 and the axis of rotation of the first stage gear 11.
  • the centrifugal force in the centre of gravity 5a of the eccentric member 5 generates a torque in clockwise direction which torque is exerted via the eccentric member gear 9 onto the first stage gear 11. Due to the opposite rotational motions of the meshing eccentric member gear 9 and the first stage gear 11 the centrifugal force in the centre of gravity 11a of the first stage gear 11 also generates a torque in clockwise direction which forms a counter torque against the torque that is exerted by the eccentric member gear 9.
  • the counter torque avoids that the torque which is exerted by the eccentric member 5 is entirely transferred to the relatively small actuating gear 13 such that its teeth are prevented from overload.
  • the first stage gear 11 may be adapted such that the counter torque is smaller than the torque that is generated by the eccentric member.
  • Figs. 12 and 13 show a part of an alternative embodiment of the internal combustion engine 1 of the invention.
  • the gear train 10 of this embodiment is different from that of the embodiment as shown in Figs. 1-11 .
  • the eccentric member gear 9 meshes with an intermediate gear 19, which forms the balancing gear.
  • the intermediate gear 19 extends beyond the eccentric member gear 9 such that it also meshes with the actuating gear 13.
  • the actuating gear 13 is located in front of the eccentric member gear 9 in axial direction thereof and partly overlaps the eccentric member gear 9.
  • crank plane is also spanned by the crankshaft axis 3 and a centreline of the crankpin 4 and the balancing gear plane is also spanned by the crankshaft axis 3 and the axis of rotation of the intermediate gear 19, but the crank plane and the balancing gear plane extend perpendicularly with respect to each other.
  • the invention also provides the opportunity to generate a counter torque against a different inertial force onto the eccentric member 5, for example an inertial force that is generated by the piston 8 and/or the connecting rod 7.
  • a different inertial force for example an inertial force that is generated by the piston 8 and/or the connecting rod 7.
  • the big end of the connecting rod 7 generates a centrifugal force which is directed from the crankshaft axis 3 to its centre of gravity, which at least partly acts onto the eccentric member 5 through the centreline of the bearing portion 6.
  • This condition would happen in the situation as shown in Fig. 11 , for example.
  • the first stage gear 11 or balancing gear could at least partly compensate the centrifugal force that is generated by the big end.
  • inertial forces onto the eccentric member 5 is inertia of the piston 8 and the connecting rod 7 due to their reciprocating motion, which inertial forces are highest in top dead centre and bottom dead centre of the piston 8.
  • inertial forces of the piston 8 and the connecting rod 7 are exerted in downward direction onto the eccentric member 5 and are directed through the centreline of the bearing portion 6.
  • the resulting torque can at least partly be compensated by the first stage gear 11 or balancing gear.
  • the invention provides an effective solution to prevent overload of teeth of the actuating gear due to an inertial force onto the eccentric member, in particular at high engine speed.
  • the arrangement and dimensions of the eccentric member gear and the gears of the gear train may be different.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)

Claims (15)

  1. Brennkraftmaschine (1) mit variablem Verdichtungsverhältnis, die aufweist:
    eine Kurbelwelle (2), die um eine Kurbelwellenachse (3) drehbar ist und einen Kurbelwellenzapfen (4) hat, wobei die Kurbelwellenachse (3) und eine Mittellinie des Kurbelwellenzapfens (4) eine Kurbelwellenebene aufspannen,
    eine Verbindungsstange (7),
    einen Kolben (8), der drehbar mit einem distalen Endabschnitt der Verbindungsstange (7) verbunden ist,
    ein exzentrisches Element (5), das drehbar auf dem Kurbelwellenstift (4) montiert ist und einen Lagerabschnitt (6) mit einer Außenumfangswand, die einen proximalen Endabschnitt der Verbindungsstange (7) trägt, aufweist, so dass die Verbindungsstange (7) drehbar auf dem Lagerabschnitt (6) montiert ist, wobei der Lagerabschnitt (6) in Bezug auf den Kurbelwellenstift (4) exzentrisch angeordnet ist und das exzentrische Element (5) mit einem exzentrischen Elementzahnrad (9) versehen ist, das antreibbar mit einem Rädertrieb (10) zum Drehen des exzentrischen Elements (5) in Bezug auf den Kurbelwellenstift (4) gekoppelt ist, dadurch gekennzeichnet, dass der Rädertrieb (10) ein Ausgleichszahnrad (11, 19) aufweist, das drehbar an der Kurbelwelle (2) montiert ist und sich unter Betriebsbedingungen in Bezug auf die Kurbelwelle (2) um eine Ausgleichszahnradachse mit der gleichen Geschwindigkeit wie das exzentrische Elementzahnrad (9) dreht, wobei die Kurbelwellenachse (3) und die Ausgleichszahnradachse eine Ausgleichszahnradebene aufspannen, wobei das Ausgleichszahnrad (11) einen exzentrischen Schwerpunkt (11a) hat, der derart angeordnet ist, dass er unter Betriebsbedingungen aufgrund einer Trägheitskraft des exzentrischen Elements (5) ein Gegendrehmoment gegen ein Drehmoment, das von dem exzentrischen Elementzahnrad (9) auf das Ausgleichszahnrad (11, 19) ausgeübt wird, bewirkt.
  2. Brennkraftmaschine (1) nach Anspruch 1, wobei der Rädertrieb (10) derart angepasst ist, dass sich das exzentrische Element (5) in Bezug auf den Kurbelwellenstift (4) mit der halben Geschwindigkeit der Geschwindigkeit der Kurbelwelle (2) und in die dazu entgegengesetzte Richtung dreht.
  3. Brennkraftmaschine (1) nach Anspruch 1 oder 2, wobei das exzentrische Element (5) einen exzentrischen Schwerpunkt (5a) hat und die Trägheitskraft eine Zentrifugalkraft ist, die durch den exzentrischen Schwerpunkt (5a) des exzentrischen Elements (5) bewirkt wird.
  4. Brennkraftmaschine (1) nach Anspruch 3, wobei der Schwerpunkt (5a) des exzentrischen Elements (5) in einer Ebene liegt, die von der Mittellinie des Kurbelstifts (4) und einer Mittellinie des Lagerabschnitts (6) aufgespannt wird, wobei das exzentrische Element (5) und das Ausgleichszahnrad (11, 19) derart angeordnet sind, dass der Schwerpunkt (11a) des Ausgleichszahnrads (11, 19) in der Ausgleichszahnradebene liegt, wenn der Schwerpunkt (5a) des exzentrischen Elements (5) unter Betriebsbedingungen in der Kurbelwellenebene liegt.
  5. Brennkraftmaschine (1) nach Anspruch 4, wobei der Schwerpunkt (11a) des Ausgleichszahnrads (11, 19) zwischen der Kurbelwellenachse (3) und der Ausgleichszahnradachse liegt, wenn der Schwerpunkt (5a) des exzentrischen Elements (5) unter Betriebsbedingungen in der Kurbelwellenebene liegt und die Mittellinie des Kurbelwellenstifts (4) zwischen der Kurbelwellenachse (3) und dem Schwerpunkt (5a) des exzentrischen Elements (5) liegt.
  6. Brennkraftmaschine (1) nach einem der vorhergehenden Ansprüche, wobei das exzentrische Elementzahnrad (9) und das Ausgleichszahnrad (11, 19) sich in Bezug aufeinander unter Betriebsbedingungen in entgegengesetzte Richtungen drehen.
  7. Brennkraftmaschine (1) nach Anspruch 6, wobei das exzentrische Elementzahnrad (5) mit dem Ausgleichszahnrad (11, 19) in Eingriff steht.
  8. Brennkraftmaschine (1) nach Anspruch 7, wobei der Rädertrieb (10) ein Betätigungszahnrad (13) aufweist, das antreibbar mit dem Ausgleichszahnrad (11, 19) gekoppelt und an einer Betätigungswelle (14) fixiert ist, wobei die Betätigungswelle (14) drehbar an der Kurbellwelle (3) montiert ist und um eine Achse, die mit der Kurbelwellenachse (3) zusammenfällt, drehbar ist, wobei die Betätigungswelle (14) unter Betriebsbedingungen bei festen Verdichtungsverhältnis stellsteht.
  9. Brennkraftmaschine (1) nach Anspruch 8, wobei das Ausgleichszahnrad ein Zahnrad (11) der ersten Stufe ist, das an einem Zahnrad (12) der zweiten Stufe fixiert ist und das einen größeren Durchmesser als das Zahnrad (12) der zweiten Stufe hat, wobei das Zahnrad (12) der zweiten Stufe mit dem Betätigungszahnrad (13) in Eingriff steht.
  10. Brennkraftmaschine (1) nach einem der vorhergehenden Ansprüche, wobei die Kurbelwellenebene und die Ausgleichszahnradebene zusammenfallen.
  11. Brennkraftmaschine (1) nach einem der Ansprüche 1 - 5 und Anspruch 8, wobei das Ausgleichszahnrad ein Zwischenzahnrad (19) ist, das mit dem Betätigungszahnrad (13) in Eingriff steht.
  12. Brennkraftmaschine (1) nach Anspruch 11, wobei das Zwischenzahnrad (19) sich über das exzentrische Elementzahnrad (9) hinaus erstreckt und das Betätigungszahnrad das exzentrische Elementzahnrad (9) wenigstens teilweise überlappt.
  13. Brennkraftmaschine (1) nach Anspruch 11 oder 12, wobei die Kurbelwellenebene und die Ausgleichszahnradebene in einem Winkel aufeinander stehen.
  14. Brennkraftmaschine nach einem der vorhergehenden Ansprüche, wobei das Gegendrehmoment kleiner als das Drehmoment ist, das von dem exzentrischen Element (5) auf das Ausgleichzahnrad (11, 19) ausgeübt wird.
  15. Brennkraftmaschine nach einem der vorhergehenden Ansprüche, wobei der Schwerpunkt (11a) des Ausgleichszahnrads (11) durch einen Hohlraum (18) in dem Ausgleichszahnrad (11) erzeugt wird.
EP20210071.5A 2020-11-26 2020-11-26 Brennkraftmaschine mit variablem verdichtungsverhältnis Active EP4006323B1 (de)

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EP20210071.5A EP4006323B1 (de) 2020-11-26 2020-11-26 Brennkraftmaschine mit variablem verdichtungsverhältnis
PCT/EP2021/082736 WO2022112275A1 (en) 2020-11-26 2021-11-24 An internal combustion engine including variable compression ratio

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EP20210071.5A EP4006323B1 (de) 2020-11-26 2020-11-26 Brennkraftmaschine mit variablem verdichtungsverhältnis

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EP4006323A1 EP4006323A1 (de) 2022-06-01
EP4006323B1 true EP4006323B1 (de) 2023-06-07

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE164819C (de) * 1904-08-02 1905-11-16
EP1983215A1 (de) * 2007-04-20 2008-10-22 Gomecsys B.V. Hubkolbenmaschine und -verbrennungsmotor
EP2905448A1 (de) * 2014-02-11 2015-08-12 Gomecsys B.V. Verbrennungsmotor mit variablem Verdichtungsverhältnis und Betriebsverfahren des Motors
FR3042816B1 (fr) 2015-10-22 2017-12-08 Peugeot Citroen Automobiles Sa Moteur thermique muni d'un systeme de variation du taux de compression
EP3726023A1 (de) * 2019-04-17 2020-10-21 Gomecsys B.V. Verbrennungsmotor

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