WO2013110470A1 - Mécanisme à bielle et manivelle à articulations multiples d'un moteur à combustion interne et procédé de montage d'un mécanisme à bielle et manivelle à articulations multiples - Google Patents

Mécanisme à bielle et manivelle à articulations multiples d'un moteur à combustion interne et procédé de montage d'un mécanisme à bielle et manivelle à articulations multiples Download PDF

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Publication number
WO2013110470A1
WO2013110470A1 PCT/EP2013/000240 EP2013000240W WO2013110470A1 WO 2013110470 A1 WO2013110470 A1 WO 2013110470A1 EP 2013000240 W EP2013000240 W EP 2013000240W WO 2013110470 A1 WO2013110470 A1 WO 2013110470A1
Authority
WO
WIPO (PCT)
Prior art keywords
eccentric shaft
combustion engine
internal combustion
support tube
crank drive
Prior art date
Application number
PCT/EP2013/000240
Other languages
German (de)
English (en)
Inventor
Matthias Brendel
Original Assignee
Audi 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 Audi Ag filed Critical Audi Ag
Publication of WO2013110470A1 publication Critical patent/WO2013110470A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C3/00—Shafts; Axles; Cranks; Eccentrics
    • F16C3/04—Crankshafts, eccentric-shafts; Cranks, eccentrics
    • F16C3/18—Eccentric-shafts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C3/00—Shafts; Axles; Cranks; Eccentrics
    • F16C3/02—Shafts; Axles
    • F16C3/023—Shafts; Axles made of several parts, e.g. by welding
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C2360/00—Engines or pumps
    • F16C2360/22—Internal combustion engines

Definitions

  • the invention relates to a multi-link crank drive of an internal combustion engine, with a plurality of rotatably mounted on crank pins of a crankshaft coupling links and a plurality of rotatably mounted on crank pin eccentric shaft Anschpleueln, each of the coupling links is pivotally connected to a piston connecting rod of a piston of the internal combustion engine and one of the Anlenkpleueln.
  • the invention further relates to a method for assembling a multi-joint crank drive.
  • the multi-link crank drive of the type mentioned is known from the prior art. It is usually part of the internal combustion engine, but can also be used in other areas.
  • the multi-joint crank drive comprises the eccentric shaft whose rotation angle can be adjusted by means of an adjusting device, in particular as a function of an operating point of the internal combustion engine. Alternatively, the eccentric shaft can also be operatively connected to a crankshaft of the internal combustion engine and in this way be drivable by this.
  • the multi-link crank drive has a number of coupling pistons corresponding to the number of pistons of the internal combustion engine, each of which is rotatably mounted on the corresponding crank pin of the crankshaft and has two arms protruding beyond the crankshaft on opposite sides and each having a pivot joint at its end.
  • One of the pivot joints is used for pivotal connection with the piston connecting rod, which connects one of the pistons of the internal combustion engine via the coupling member with the crankshaft.
  • Another of the pivot joints is used for pivotal connection with the so-called Anlenkpleuel, which is rotatably mounted with its other end on the crank pin of the eccentric shaft.
  • the compression ratio achieved in the cylinder assigned to the respective piston can be set, in particular as a function of the operating point of the internal combustion engine and / or the power stroke.
  • the eccentric shaft is brought into a specific, the desired compression ratio corresponding angular position or the phase angle between the eccentric shaft and the crankshaft to a certain value.
  • the well-known multi-joint crank drive has a forged and
  • the eccentric shaft is present as a built shaft and a support tube, at least one eccentric to an axis of rotation of the eccentric eccentric, formed separately from the support tube crank pin and at least one separately formed from the support tube transmission element.
  • the eccentric shaft is therefore not present as a one-piece element, but is assembled during assembly of the multi-joint crank mechanism of individual parts, wherein the individual parts in particular the support tube, the at least one crank pin and the transmission element comprise.
  • the support tube is preferably a circular cylinder which is circular over its entire length. Separated from this, the crank pin and the transmission element are formed or manufactured.
  • the eccentric shaft has a stop and / or encoder wheel. This is provided as an additional element and can for example form at least one end stop, so that the eccentric shaft can be arranged only under a rotational angle contained in a certain rotation angle range. Likewise, it may be formed as a sender wheel, by means of which the present angle of rotation of the eccentric shaft and / or their speed can be determined.
  • a development of the invention provides that the Anlenkpleueln each have a Anlenkpleuelauge whose inner wall is directly in sliding contact with the crank pin.
  • the Anlenkpleuelauge surrounds the crank pin in the circumferential direction - relative to a rotation axis of the eccentric shaft - preferably completely.
  • the Anlenkpleuelauge usually has a bearing bush and is about this only indirectly with the crank pin in sliding contact.
  • the built eccentric shaft allows the inner wall of the Anlenkpleuelauges can be placed directly on the crank pin, without a lower durability is expected.
  • the crank pin can be provided with a coating, in particular DLC coating (diamond-like carbon coating). Such a coating can be applied to a forged eccentric shaft only at great expense and correspondingly high costs.
  • the inner wall of the Anlenkpleuelauges is solidified by rolling or other suitable method.
  • a development of the invention provides that the support tube is closed at least on one side with a closure part.
  • a closure part for example, serve a sealing plug.
  • the closure member prevents dirt and / or moisture from penetrating into the interior of the support tube and may possibly have a corrosive effect there. It is therefore particularly advantageous if the support tube has on both sides in each case such a closure part and is closed by means of this. If the closure part is designed as a sealing plug, it is pushed into the carrier tube during the assembly of the multi-joint cure drive and is then held in a force-fit manner there.
  • the invention further relates to a method for assembling a multi-joint crank drive, in particular according to the preceding embodiments, wherein the multi-joint crank drive a plurality of rotatably mounted on crank pin crankshaft coupling members and a plurality of rotatably mounted on crank pin eccentric shaft Anschpleueln, each of the coupling members pivotally is connected to a piston connecting rod of a piston of the internal combustion engine and one of the Anlenkpleuel.
  • the eccentric shaft in the assembly of the multi-joint crank drive from a support tube, at least one eccentric to a rotational axis of the eccentric shaft, formed separately from the support tube crank pin and at least one formed separately from the support tube gear element is built.
  • the multi-joint crank drive or the eccentric shaft can be developed according to the above statements. The advantages realized in this way have already been discussed above.
  • crank pin and the gear element are applied to the support tube and then attached by friction welding, internal high pressure forming or shrinking at this.
  • additional elements such as the crank pin and the gear element, but for example, the stop and / or encoder wheel
  • they are attached to the support tube.
  • a welding method such as friction welding serve.
  • the support tube can be widened by forming, so that the elements are subsequently held securely to him.
  • hydroforming is used.
  • the elements can be secured by shrinking on the support tube.
  • the support tube is usually cooled and the, for example, held by a device arranged for this, elements attached to the support tube. In a subsequent heating of the support tube to ambient temperature, this widens, so that the elements are held securely.
  • the additional elements and not the support tube may be deformed.
  • crank pins are subjected to a coating process during their manufacture or assembly of the multi-link crank drive with their outer surface in contact contact or sliding contact after assembly with the inner wall of the Anlenkpleuelauges.
  • a coating such as a DLC coating
  • a plurality of crank pins are made from a Hubzapfenrohling. Before the Hubzapfenrohling is divided by a separation process in several Hubzapfen, the above-mentioned coating can be applied to him. In that regard, not every single crank pin must be provided separately with the coating.
  • Figure 1 is a perspective view of a portion of an internal combustion engine, and 2 shows a longitudinal section through an eccentric shaft.
  • the internal combustion engine 1 shows a perspective view of a portion of an internal combustion engine 1, which as a series internal combustion engine, more specifically as a four-stroke four-cylinder in-line engine is present.
  • the internal combustion engine 1 has a crankshaft 2 and four pistons 3, each of which is movably mounted in one of four cylinders, not shown, of the internal combustion engine 1.
  • Each of the four pistons 3 is connected to the crankshaft 2 by a piston connecting rod 4.
  • crankshaft 2 is rotatably mounted in shaft bearings (not shown) of a cylinder crankcase of the internal combustion engine 1 also not shown and has five serving for storage centric shaft journal 5 and four crank pin 6 (of which in the figure only one is visible), whose longitudinal center axes in different Angle alignments are offset parallel to a rotation axis 7 of the crankshaft 2.
  • the internal combustion engine 1 further comprises an eccentric shaft 8, which preferably has an axis of rotation 7 parallel to the axis of rotation 7 of the crankshaft 2.
  • the eccentric shaft 8 is rotatably mounted, for example, next to the crankshaft 2 and slightly below this in the cylinder crankcase and coupled to the crankshaft 2.
  • the multi-joint crank eb 10 comprises a total of four coupling members 11, which are each rotatably mounted on one of the crank pin 6 of the crankshaft 2.
  • Each of the coupling members 11 has a lifting arm 12, which is connected via a pivot joint 13 pivotally connected to a lower end of one of Kolbenpleuel 4.
  • An upper end of the respective Kolbenpleuels 4 is articulated via a further pivot joint 14 on the associated piston 3.
  • each of the four pistons 3 is connected to the crankshaft 2 by the respective piston connecting rod 4 and the respective coupling member 11.
  • the ehrgelenkskurbeltrieb 10 further comprises a number of Kolbenpleuel 4 and the coupling members 11 corresponding number of Anlenkpleueln 15. These are, for example, approximately parallel to the Kolbenpleueln 4 aligned and in the axial direction of the crankshaft 2 and the eccentric shaft 8 in each case approximately the same plane as the associated Kolbenpleuel 4, but arranged on the opposite side of the crankshaft 2.
  • Each Anlenkpleuel 15 comprises a connecting rod 16 and two at opposite ends of the connecting rod 16 arranged connecting rod eyes 17, 18, in particular with different inner diameters.
  • the larger connecting rod 18 of each Anlenkpleuels 15 at the lower end of the connecting rod 16 surrounds a relative to the axis of rotation 9 of the eccentric shaft 8 eccentric crank pin 19 of the eccentric shaft 8, on the Anschpleuel 15 is rotatably supported by means of a rotary bearing 20.
  • the smaller connecting rod eye 17 at the upper end of the connecting rod 16 of each Anlenkpleuels 15 forms part of a pivot joint 21 between the Anlenkpleuel 15 and a longer coupling arm 22 of the adjacent coupling member 11, which protrudes on the opposite to the lifting arm 12 side of the crankshaft 2 on this.
  • the eccentric shaft 8 has between adjacent eccentric crank pin 19 and at their ends for supporting the eccentric shaft 8 in shaft bearings serving, to the axis of rotation 10 coaxial shaft sections 23. Apart from a variable compression can be reduced by the arrangement described above, the inclination of the Kolbenpleueln 4 with respect to the cylinder axis of the associated cylinder during rotation of the crankshaft 2, resulting in a reduction of the piston side forces and thus the frictional forces between the piston 2 and cylinder walls of the Cylinder leads.
  • a working stroke of the pistons 3 can be selected or set as a function of a momentary power stroke of the internal combustion engine.
  • the eccentric shaft 8 is driven by a not shown here eccentric shaft gear from the crankshaft 2.
  • the eccentric shaft gear comprises at least one gear element 2 (not shown) arranged on the eccentric shaft 8.
  • FIG. 2 shows a longitudinal section through the eccentric shaft 8. It becomes clear that the latter is in the form of a built-up shaft and comprises at least one support tube 25, which is of hollow cylindrical construction, the crank pin 19 and the gear element 24, which is for example in the form of a toothed wheel. In addition, a stop and / or encoder wheel 26 may be arranged on the carrier tube 25.
  • the shaft sections 23, which serve as bearings, are merely indicated here.
  • FIG. 2 shows that a cavity 27 present in the carrier tube 25 is closed by means of closure parts 28 present on both sides of the carrier tube 25.
  • the closure parts 28 are designed in particular as sealing plugs, that is to say they are introduced into the carrier tube 25 when the multi-joint cure drive 10 or the internal combustion engine 1 is mounted in such a way that they are subsequently held in a non-positive manner in the latter.
  • the elements shown here, such as the crank pins 19, the gear element 24 and the stop and / or encoder wheel 26 are applied to the carrier tube 25 and then attached thereto, for example by friction welding, hydroforming or shrinking. In principle, however, the attachment can be realized in any manner.
  • the presented here eccentric shaft 8 means a respect to conventional eccentric waves significantly reduced Hersrties- and thus cost.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Ocean & Marine Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)

Abstract

L'invention concerne un mécanisme à bielle et manivelle à articulations multiples (10) d'un moteur à combustion interne (1), comprenant une pluralité d'éléments d'accouplement (11) montés à rotation sur des manetons (6) d'un vilebrequin (2) et une pluralité de biellettes articulées (15) montées à rotation sur des manetons (19) d'un arbre excentrique (8), chacun des éléments d'accouplement (11) étant relié de manière pivotante à une bielle (4) d'un piston (3) dudit moteur à combustion interne (1) et à une des biellettes articulées (15). A cet effet, l'arbre excentrique (8) est conçu sous forme d'arbre monté et présente un tube-support (25), au moins un maneton (19) conçu de manière séparée du tube-support (25) et de manière excentrée par rapport à l'axe de rotation (9) de l'arbre excentrique (8), ainsi qu'au moins un élément de transmission (24) conçu de manière séparée du tube-support (25). L'invention concerne en outre un procédé de montage d'un mécanisme à bielle et manivelle à articulations multiples (10).
PCT/EP2013/000240 2012-01-27 2013-01-28 Mécanisme à bielle et manivelle à articulations multiples d'un moteur à combustion interne et procédé de montage d'un mécanisme à bielle et manivelle à articulations multiples WO2013110470A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102012001648.4A DE102012001648B4 (de) 2012-01-27 2012-01-27 Mehrgelenkskurbeltrieb einer Brennkraftmaschine sowie Verfahren zur Montage eines Mehrgelenkskurbeltriebs
DE102012001648.4 2012-01-27

Publications (1)

Publication Number Publication Date
WO2013110470A1 true WO2013110470A1 (fr) 2013-08-01

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PCT/EP2013/000240 WO2013110470A1 (fr) 2012-01-27 2013-01-28 Mécanisme à bielle et manivelle à articulations multiples d'un moteur à combustion interne et procédé de montage d'un mécanisme à bielle et manivelle à articulations multiples

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DE (1) DE102012001648B4 (fr)
WO (1) WO2013110470A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2021016690A1 (fr) * 2019-07-28 2021-02-04 Goncalves Pereira Almir Dispositif de variation du taux de compression

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Publication number Priority date Publication date Assignee Title
DE102014214875A1 (de) 2014-07-29 2016-02-04 Mahle International Gmbh Exzenterwelle
DE102014224020A1 (de) 2014-11-25 2016-05-25 Mahle International Gmbh Exzenterwelle
DE102015016625B4 (de) * 2015-12-21 2019-11-07 Audi Ag Brennkraftmaschine mit einer in einem Zylinderkurbelgehäuse drehbar gelagerten Stellwelle
DE102016203133B3 (de) 2016-02-26 2017-01-26 Continental Automotive Gmbh Betriebsverfahren und Brennkraftmaschine

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EP1178194A2 (fr) 2000-07-31 2002-02-06 Nissan Motor Company, Limited Moteur à combustion interne avec taux de compression variable
JP2003322036A (ja) * 2002-05-07 2003-11-14 Nissan Motor Co Ltd 内燃機関の可変圧縮比機構
EP1505276A1 (fr) * 2003-08-08 2005-02-09 Toyota Jidosha Kabushiki Kaisha Mécanisme pour la variation de taux de compression
JP2007211706A (ja) * 2006-02-10 2007-08-23 Nissan Motor Co Ltd 内燃機関の可変圧縮比機構
JP2010014046A (ja) * 2008-07-04 2010-01-21 Toyota Motor Corp 可変圧縮比エンジン
JP2010133374A (ja) * 2008-12-08 2010-06-17 Nissan Motor Co Ltd 可変圧縮比エンジンのコントロールシャフト

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FR2688544B1 (fr) * 1992-03-13 1995-08-18 Matesic Alex Moteur a combustion interne a hautes performances avec taux de compression et masse tournante du volant moteur ajustables en marche.
JP3627522B2 (ja) * 1998-08-10 2005-03-09 トヨタ自動車株式会社 可変圧縮比機構を有する内燃機関
DE10221334A1 (de) * 2002-05-10 2003-11-20 Iav Gmbh Einrichtung zum Verlagern des Zylinderblocks und -kopfs gegenüber dem Kurbelgehäuse
JP4985304B2 (ja) * 2007-10-17 2012-07-25 トヨタ自動車株式会社 可変圧縮比内燃機関
JP5029290B2 (ja) * 2007-10-29 2012-09-19 日産自動車株式会社 可変圧縮比エンジン
KR100969376B1 (ko) * 2008-03-31 2010-07-09 현대자동차주식회사 가변 압축비 장치
JP5136366B2 (ja) * 2008-11-07 2013-02-06 日産自動車株式会社 内燃機関の可変圧縮比機構の制御装置
JP2010180806A (ja) * 2009-02-06 2010-08-19 Nissan Motor Co Ltd 内燃機関の可変圧縮比装置

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1178194A2 (fr) 2000-07-31 2002-02-06 Nissan Motor Company, Limited Moteur à combustion interne avec taux de compression variable
JP2003322036A (ja) * 2002-05-07 2003-11-14 Nissan Motor Co Ltd 内燃機関の可変圧縮比機構
EP1505276A1 (fr) * 2003-08-08 2005-02-09 Toyota Jidosha Kabushiki Kaisha Mécanisme pour la variation de taux de compression
JP2007211706A (ja) * 2006-02-10 2007-08-23 Nissan Motor Co Ltd 内燃機関の可変圧縮比機構
JP2010014046A (ja) * 2008-07-04 2010-01-21 Toyota Motor Corp 可変圧縮比エンジン
JP2010133374A (ja) * 2008-12-08 2010-06-17 Nissan Motor Co Ltd 可変圧縮比エンジンのコントロールシャフト

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2021016690A1 (fr) * 2019-07-28 2021-02-04 Goncalves Pereira Almir Dispositif de variation du taux de compression
US11879400B2 (en) 2019-07-28 2024-01-23 Almir Gonçalves Pereira Variable compression ratio device

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Publication number Publication date
DE102012001648B4 (de) 2014-04-30
DE102012001648A1 (de) 2013-08-01

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