WO2012175101A1 - Procédé de fonctionnement d'un dispositif de réglage permettant un réglage variable d'un taux de compression d'un moteur à combustion interne - Google Patents

Procédé de fonctionnement d'un dispositif de réglage permettant un réglage variable d'un taux de compression d'un moteur à combustion interne Download PDF

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Publication number
WO2012175101A1
WO2012175101A1 PCT/EP2011/006250 EP2011006250W WO2012175101A1 WO 2012175101 A1 WO2012175101 A1 WO 2012175101A1 EP 2011006250 W EP2011006250 W EP 2011006250W WO 2012175101 A1 WO2012175101 A1 WO 2012175101A1
Authority
WO
WIPO (PCT)
Prior art keywords
internal combustion
combustion engine
hydraulic working
pressure
compression ratio
Prior art date
Application number
PCT/EP2011/006250
Other languages
German (de)
English (en)
Inventor
Dietmar Schröer
Friedemann Wolpers
Original Assignee
Daimler Ag
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Daimler Ag filed Critical Daimler Ag
Publication of WO2012175101A1 publication Critical patent/WO2012175101A1/fr

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Classifications

    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M5/00—Heating, cooling, or controlling temperature of lubricant; Lubrication means facilitating engine starting
    • F01M5/02—Conditioning lubricant for aiding engine starting, e.g. heating
    • F01M5/025—Conditioning lubricant for aiding engine starting, e.g. heating by prelubricating, e.g. using an accumulator
    • 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

Definitions

  • the invention relates to a method for operating an adjusting device for variably setting at least one compression ratio of an internal combustion engine specified in the preamble of claim 1.
  • DE 603 06 032 T2 discloses a control system for an internal combustion engine having a compression ratio control apparatus capable of
  • control system is a motor control unit for controlling the
  • Compression ratio control device and the ignition timing control system, so that the compression ratio is changed in response to changes in the engine speed, the engine load and the warm-up condition of the engine.
  • the spark timing is delayed from a MBT point and the top dead center position of the piston is set lower in level than that obtained when the engine is warm and operating at the appropriate engine speed and load.
  • variable stroke engine which comprises a plurality of connecting links which connect a piston to a crankshaft.
  • the engine includes a control disposed in an engine main body so as to be in a predetermined range relative to the engine main body in two
  • the motor further includes a control link connecting one of the plurality of links to the control.
  • the actuator has a
  • This object is achieved by a method for operating an adjusting device for variably setting at least one compression ratio of
  • actuatable actuator comprehensive adjusting device for variably setting at least one compression ratio of an internal combustion engine, in particular a reciprocating internal combustion engine, the actuator for adjusting the
  • the actuator is a hydraulic working fluid, that is one
  • Hydraulic fluid supplied so as to adjust the compression ratio or to adjust from a first value to a second different value.
  • Pumping device operated in overrun operation of the internal combustion engine.
  • the pumping device preferably and at least predominantly not operated in the train operation, that is driven, in which the internal combustion engine energy to a drive train of a motor vehicle with the internal combustion engine emits. Rather, the pumping device is at least predominantly driven when the internal combustion engine receives energy from the drive train, that is, when the internal combustion engine via wheels of the example as
  • Push operation of the internal combustion engine is shown. This means, as it were, that thus the internal combustion engine during operation, that is, when driving the pumping device no energy is withdrawn, so that no additional fuel must be burned by the internal combustion engine for operating or driving the pumping device.
  • Used internal combustion engine moving motor vehicle and converted into driving energy for driving the pumping device which would otherwise be converted unused into heat energy.
  • kinetic energy of the moving motor vehicle can be at least partially recuperated and used to drive the pumping device. This keeps the fuel consumption of the internal combustion engine particularly low, which is associated with low C0 2 emissions.
  • Tandem pump is formed, this may be mechanically coupled or coupled in one embodiment of the invention with the internal combustion engine.
  • the coupling takes place at least predominantly in overrun mode
  • the pumping means is designed as electrically operable, that is, as an electric pump, wherein the pumping means is operated only, that is supplied with electrical energy and receives electrical energy when the internal combustion engine is in its overrun operation.
  • the overrun operation of the internal combustion engine is also referred to as recuperation phase, since during the overrun operation, as already described, the
  • Heat energy would be lost, recuperated and used to appropriate To drive consumers such as the pumping device of the actuator without having to burn additional fuel.
  • the braking energy can be recuperated during braking of the motor vehicle and used to drive the pumping device and to promote the hydraulic working fluid in a pressure accumulator.
  • otherwise unused braking energy can be useful for conveying and at least indirectly used for setting or adjusting the compression ratio. This can reduce the burden on the
  • Internal combustion engine is present and in which the internal combustion engine gives energy or power to the drive train, are kept low, which is associated with low fuel consumption and low C0 2 emissions.
  • Fig. 1 is a schematic diagram of an adjusting device for variably setting at least one compression ratio of a reciprocating internal combustion engine, which comprises a hydraulically actuated actuator for adjusting the compression ratio, wherein the
  • the actuator is supplied with a hydraulic working fluid, which by means of a
  • FIG. 2 is a flowchart illustrating a method for
  • the pumping device is desirably and at least predominantly operated in coasting phases of the internal combustion engine in which the internal combustion engine is in overrun operation.
  • Fig. 1 shows a schematic diagram of an adjusting device for variably setting at least one compression ratio of a reciprocating internal combustion engine for a motor vehicle, in particular a
  • the reciprocating internal combustion engine has, for example, at least one cylinder, in which a piston is translationally added relative to the cylinder slidably.
  • the piston is articulated via a connecting rod with a crankshaft of the reciprocating internal combustion engine, wherein the crankshaft is rotatably mounted on a crankcase of the reciprocating internal combustion engine about an axis of rotation relative to the crankcase.
  • translational movements of the piston in the cylinder can be converted into a rotational movement of the crankshaft about its axis of rotation.
  • the one hand articulated coupled to the piston rod is on the other hand articulated coupled with a transverse lever.
  • the transverse lever is rotatably mounted on a crank pin of the crankshaft relative to the crank pin.
  • the one hand articulated coupled with the connecting rod transverse lever is on the other hand at least indirectly coupled to a hydraulic actuator 12 of the actuator.
  • the transverse lever via a Maupleuel and an actuating shaft, in particular an eccentric shaft, with the
  • the Maupleuel is rotatably mounted, for example, on an eccentric pin of the eccentric shaft relative to the eccentric pin.
  • the reciprocating internal combustion engine is thus designed as a so-called multi-link engine.
  • the adjusting device 10 comprises a tank 14 for receiving and storing the hydraulic oil.
  • the adjusting device 10 further comprises a pump 16, by means of which hydraulic oil from the tank 14 can be sucked.
  • dashed lines indicate at least substantially non-pressurized paths of the hydraulic oil, while
  • Fig. 1 solid lines in Fig. 1 represent high-pressure paths of the hydraulic oil. It can be seen that the hydraulic oil is to be pressurized by means of the pump 16 and conveyed to and into an accumulator 18, so that in the
  • Accumulator 18 may be given a level 20 of the hydraulic oil.
  • the adjusting device 0 comprises a valve 22, which, for example, as
  • Proportional valve is formed. Via the valve 22, the hydraulic actuator 12 can be fluidically coupled to the pressure accumulator 18.
  • Pressure accumulator 18 is interrupted by the valve 22, so that the hydraulic actuator 12 no pressurized hydraulic oil is supplied from the pressure accumulator 18.
  • Pressure accumulator 18 made so that hydraulic oil can flow from the pressure accumulator 18 to the hydraulic actuator 12 and drive it. As a result of this driving the control shaft is then rotated accordingly, which is the adjustment of the
  • the adjusting device 10 further comprises a pressure sensor 24, by means of which the pressure of the hydraulic oil and in particular the pressure of the hydraulic oil in the pressure accumulator 18 can be detected.
  • a value characterizing the pressure is transmitted to a control unit 26, by means of which a motor 28 for driving or operating the pump 16 can be controlled or regulated. To drive the pump 16, the motor 28
  • the engine 28 is mechanically driven by the internal combustion engine.
  • the motor 28 is designed as an electric motor and can be driven or supplied with electrical energy by supplying the motor 28, so as to drive the pump 16 for conveying hydraulic oil from the tank 14 into the pressure accumulator 18.
  • the adjusting device 10 optionally includes a pressure reducer 30, which is arranged in the flow direction from the pressure accumulator 18 to the hydraulic actuator 12 between the pressure accumulator 18 and the valve 22.
  • the proportional valve 22 optionally comprises a bypass device, which is referred to as bypass, via which the hydraulic actuator 12 is to bypass hydraulic oil. This means that, for example by means of the pump 16 hydraulic oil from the tank 14 via the bypass device back to the tank 14 in a
  • Hydraulic circuit 32 can pass without driving the hydraulic actuator 12 and thus to avoid any undesirable adjustment of the compression ratio.
  • the control unit 26 For controlling and thus for driving or operating the motor 28 and, moreover, of the pump 6, the control unit 26 is supplied with a signal 34 characterizing the operating state of the reciprocating internal combustion engine. Based on the signal 34, the control unit 26 receives the information as to whether the reciprocating internal combustion engine is in its traction mode, in which the reciprocating internal combustion engine emits by burning fuel into energy or power to a drive train of the motor vehicle, thus driving the car, or whether the reciprocating internal combustion engine is in its overrun mode, in which it is quasi power or energy supplied from the drive train and in which it is driven by wheels of the moving motor vehicle.
  • This makes it possible to operate the pump 16 as a function of the overrun operation of the reciprocating internal combustion engine or not, which is illustrated by a flowchart 36 in FIG.
  • the flowchart 36 in FIG. 2 illustrates a method of operating the pump 16 by which the fuel consumption and C0 2 emissions of the reciprocating internal combustion engine can be kept particularly low.
  • a step 40 of the method it is checked in a step 40 of the method whether the pressure prevailing in the pressure accumulator 18 of the hydraulic oil is a predefinable
  • Threshold that is a minimum pressure falls below. If this is the case, then in a step 42 of the method, the pump 16 by appropriate driving or Rules of the engine 28 is activated, so that hydraulic oil from the tank 14 in the
  • a step 44 it is checked whether the pressure prevailing in the pressure accumulator 18 of the hydraulic oil has reached or exceeded a predefinable threshold value in the form of a lower cut-off pressure, that is, whether the pressure prevailing in the pressure accumulator 18 is greater than the lower cut-off pressure. If this is not the case, then the pump 16 remains activated. If this is the case, then the pump 16 is deactivated in a step 46, so that no more hydraulic oil is conveyed from the tank 14 into the pressure accumulator 18.
  • the method thus comprises a
  • Compression ratio is at least almost always possible. If the pressure accumulator 18 be emptied so far that a further adjustment of the compression ratio with the currently recorded in the pressure accumulator 18 amount of hydraulic oil is no longer possible, the pressure accumulator 18 can be charged at least almost at any time up to the lower cut-off pressure and hydraulic oil are filled, so that a further adjustment of the compression ratio is possible again. This is
  • step 40 If the check in step 40 shows that the minimum pressure is not undershot, it is checked in step 50 whether the reciprocating internal combustion engine is in its overrun mode. If this is not the case, then the pump 16 remains deactivated or the pump 16 is deactivated in this case in a step 52.
  • step 54 If the reciprocating internal combustion engine is in its overrun mode, it is checked in a step 54 whether the pressure of the hydraulic oil prevailing in the pressure accumulator 18 is above a predefinable threshold value in the form of a maximum
  • Accumulator 18 are promoted, so that the pump 16 remains deactivated or deactivated at a step 56.
  • the lower shutdown pressure is greater than the minimum pressure, which in turn is greater than the pressure of the non-pressurized paths and thus greater than the ambient pressure.
  • the lower cutoff pressure is greater than the minimum pressure, with the maximum
  • Shutdown pressure is greater than the lower shutdown pressure. If the pressure prevailing in the pressure accumulator 18 is below the maximum pressure
  • the pump 16 is activated or operated at a step 58, that is driven, so that during the overrun operation of the reciprocating internal combustion engine hydraulic oil is fed into the pressure accumulator 18.
  • Push operation is to fill up to the maximum cut-off pressure with hydraulic oil or at least replenish, even if the normal manner during the Switzerland congresss the reciprocating internal combustion engine valid start level in the form of the minimum pressure has not yet been reached.
  • the aim is to keep the pressure accumulator 18 at least almost always in a state filled with hydraulic oil, in particular, the pump 16 being advantageously and at least predominantly driven to fill the pressure accumulator 18, if the piston 16 is driven by driving the pump 16.
  • Internal combustion engine no mechanical energy or power is withdrawn. Rather, the pump 16 is then driven, although the reciprocating internal combustion engine is driven in its overrun operation. As a result, otherwise unused kinetic energy, so-called braking energy, the moving motor vehicle is used, so that the pump 16 can be driven by the motor 28 without additional fuel. This holds the

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

L'invention concerne un procédé (36) de fonctionnement d'un dispositif de réglage (10) comportant au moins un actionneur (12) à commande hydraulique et permettant le réglage variable au moins d'un taux de compression d'un moteur à combustion interne, notamment d'un moteur à combustion interne à pistons alternatifs. Selon ce procédé, l'actionneur (12) est alimenté en un milieu de travail hydraulique pour le réglage du taux de compression, ledit milieu de travail étant refoulé par un dispositif pompe (16). Aux fins de refoulement du milieu de travail hydraulique, le dispositif pompe (16) fonctionne, de préférence, lorsque le moteur à combustion interne est en régime de décélération.
PCT/EP2011/006250 2011-06-21 2011-12-10 Procédé de fonctionnement d'un dispositif de réglage permettant un réglage variable d'un taux de compression d'un moteur à combustion interne WO2012175101A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102011104930.8 2011-06-21
DE201110104930 DE102011104930A1 (de) 2011-06-21 2011-06-21 Verfahren zum Betreiben einer Stelleinrichtung zum variablen Einstellen eines Verdichtungsverhältnisses einer Verbrennungskraftmaschine

Publications (1)

Publication Number Publication Date
WO2012175101A1 true WO2012175101A1 (fr) 2012-12-27

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Application Number Title Priority Date Filing Date
PCT/EP2011/006250 WO2012175101A1 (fr) 2011-06-21 2011-12-10 Procédé de fonctionnement d'un dispositif de réglage permettant un réglage variable d'un taux de compression d'un moteur à combustion interne

Country Status (2)

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DE (1) DE102011104930A1 (fr)
WO (1) WO2012175101A1 (fr)

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005076555A (ja) * 2003-09-01 2005-03-24 Mitsubishi Electric Corp 内燃機関の可変圧縮比機構
EP1674693A2 (fr) * 2004-12-21 2006-06-28 HONDA MOTOR CO., Ltd. Moteur avec course du piston variable
DE60306032T2 (de) 2002-05-16 2006-11-02 Nissan Motor Co., Ltd., Yokohama Steuervorrichtung und Verfahren für eine Brennkraftmaschine mit varierbaren Verdichtungsverhätnis
EP2063084B1 (fr) 2006-09-15 2010-03-31 HONDA MOTOR CO., Ltd. Moteur à caractéristiques de course variables
DE102010009911B3 (de) * 2010-03-02 2010-10-14 Daimler Ag Verfahren zum Betreiben einer Hubkolbenmaschine

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE60306032T2 (de) 2002-05-16 2006-11-02 Nissan Motor Co., Ltd., Yokohama Steuervorrichtung und Verfahren für eine Brennkraftmaschine mit varierbaren Verdichtungsverhätnis
JP2005076555A (ja) * 2003-09-01 2005-03-24 Mitsubishi Electric Corp 内燃機関の可変圧縮比機構
EP1674693A2 (fr) * 2004-12-21 2006-06-28 HONDA MOTOR CO., Ltd. Moteur avec course du piston variable
EP2063084B1 (fr) 2006-09-15 2010-03-31 HONDA MOTOR CO., Ltd. Moteur à caractéristiques de course variables
DE102010009911B3 (de) * 2010-03-02 2010-10-14 Daimler Ag Verfahren zum Betreiben einer Hubkolbenmaschine

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