WO2015173412A1 - Moteur à combustion interne avec surface d'actionnement réduisant les chocs dans le réglage d'un rapport de compression variable - Google Patents

Moteur à combustion interne avec surface d'actionnement réduisant les chocs dans le réglage d'un rapport de compression variable Download PDF

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Publication number
WO2015173412A1
WO2015173412A1 PCT/EP2015/060795 EP2015060795W WO2015173412A1 WO 2015173412 A1 WO2015173412 A1 WO 2015173412A1 EP 2015060795 W EP2015060795 W EP 2015060795W WO 2015173412 A1 WO2015173412 A1 WO 2015173412A1
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WO
WIPO (PCT)
Prior art keywords
switching element
connecting rod
actuating
button
switching
Prior art date
Application number
PCT/EP2015/060795
Other languages
German (de)
English (en)
Inventor
Uwe Schaffrath
Original Assignee
Fev Gmbh
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 Fev Gmbh filed Critical Fev Gmbh
Priority to DE112015002278.3T priority Critical patent/DE112015002278A5/de
Publication of WO2015173412A1 publication Critical patent/WO2015173412A1/fr

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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
    • F02D15/02—Varying compression ratio by alteration or displacement of piston stroke

Definitions

  • the invention relates to an internal combustion engine with a variable compression ratio, a crankshaft, at least a first connecting rod, an adjusting mechanism for adjusting the compression ratio, a first switching element for adjusting the adjusting mechanism, wherein the first switching element is arranged on the first connecting rod and a first actuating element with an actuating - or button for transferring the first switching element from a first position to a second position and / or vice versa.
  • Such an internal combustion engine is known from WO-A-2014/019684, WO-A-2014/019683, DE-A-10 205 055 199, DE-10 2010 016 037 and DE-A-10 2012 014 917.
  • the first switching element which is arranged in a lower region of the connecting rod, actuated via a cam member.
  • the first switching element in the connecting rod and the adjusting mechanism is integrated in an upper region of the connecting rod.
  • Such a constructed connecting rod is sensitive to vibrations during operation of the internal combustion engine. Above all, vibrations can be conducted into the interior of the connecting rod during the transfer of the first switching element via impacts on the cam disk element, where they in particular damage mechanical components of the adjusting mechanism in continuous operation.
  • the object of the present invention is therefore to provide a reciprocating piston or in particular special internal combustion engine ready to stel len, in which the Vibrati ⁇ on when pressing a switching element of an adjustment mechanism for Verstel len the variable compression of the internal combustion engine are red u ⁇ adorned and / or the operation of the switching element safely and reliably takes place.
  • This difference in speed of movement of the switching element can lead, in particular at low rotational speeds, to the fact that the switching element which is thus moved comparatively slowly with the connecting rod is not reliably switched over, or if the rotational speed is high, the actuation of the switching element, which is in th e ⁇ sem case verg facilitated as moving fast, leads to undesirable vibrations and pulses formerlyn- jeopardize the reliability of switching, if necessary, t he th.
  • the switching element is, since it is arranged on the connecting rod mainly in the region of the large conrod bearing (crankshaft journal bearing), moved with this. During one revolution of the connecting rod, the switching element moves along an ellipse. Since access should preferably be given to the changeover element when the respective connecting rod section in which the changeover element is arranged is located outside the crankshaft and its balancing weights, only a limited path section is available per circulation for this access.
  • the button of the actuating element at at least two different points of a contact track, along which the switching element moves and contacts the button, each having at least two different slopes with respect to a reference plane, which is perpendicular to the crankshaft axis and z.
  • B. is defined by the plane of movement of the switching element in a circulation of the connecting rod, wherein the two slopes relative to the reference plane have the same sign.
  • the adjusting mechanism for adjusting the variable compression of the internal combustion engine can be realized in particular by an adjustable engine component.
  • An adjustable engine component may be, for example, a variable effective length conrod, a variable compression height piston, or a crankshaft with a variable crank radius.
  • a connecting rod with variable effective length between the crankshaft and the compression piston is described, whereby the compression ratio of the internal combustion engine is adjusted.
  • the first position of the first switching element and thus of the switch corresponds to a first compression ratio of the internal combustion engine, which is via the adjusting mechanism, preferably taking advantage of forces acting on an engine component during operation of the internal combustion engine, after switching the first switching element from the second position to the first Position or vice versa.
  • the second position of the first switching element corresponds to a second compression ratio of the internal combustion engine, which is via the adjusting mechanism, again preferably using forces acting on an engine component during operation of the internal combustion engine, after switching the first switching element from the first position to the second Position stops.
  • a first actuating element is preferably arranged in an area which lies outside the space occupied by the crankshaft during its rotation, in particular below the crankshaft.
  • the first actuating element for switching the switching element from the first position to the second position and vice versa has a first and a second button.
  • the first and the second button allow a switching of the first switching element during operation of the internal combustion engine (from the first position to the second position and vice versa).
  • the first switching element abuts the first button of the first actuating element.
  • the first switching element switches over from the first to the second position on contact with the first button of the first actuating element due to the pulse.
  • the first switching element can be switched from the first to the second position by sliding along the first button of the first actuating element.
  • the first speed is lower than the second speed.
  • the first switching element When transferring the first switching element from the second position to the first position, the first switching element abuts the second button of the first actuating element.
  • the first switching element switches on the basis of the pulse, it can be switched from the second to the first position when contacting the second button of the first actuating element.
  • the first switching element is switchable by sliding along the second button of the first actuating element from the second to the first position.
  • the first speed is lower than the second speed.
  • the first switching element can be designed as a pin, cylindrical pin or bolt which protrudes from the connecting rod.
  • the first switching element has two rounded ends, which touch the first button or the second button for switching. The movement of the first switching element is dependent on the kinematics of the internal combustion engine, which is determined by the crank radius and the push rod length or the push rod ratio, and the position of the first switching element, where the switching element is located on the connecting rod.
  • the reference plane is to be understood as a plane against which the two different gradients of the first and the second button can be determined.
  • the reference plane may be, for example, the plane which passes through the center of gravity of the crankshaft and to which the crankshaft axis is perpendicular. However, the reference plane may also be that plane within which the switching element moves during one revolution of the connecting rod.
  • a first slope at a first point of the first button may be formed over an intersection angle between a surface normal of the reference plane and a first surface normal of the first button passing through the first point.
  • a second slope with respect to the reference plane can accordingly be formed at a second point of the first button over an intersection angle between the normal of the reference plane and a second surface normal of the first button which extends through the second point.
  • the surface normal of the reference plane and in each case the first and the second surface normal are the same orientation in space.
  • a similar orientation means that a scalar product of the surface normal of the reference plane with each of the first or second surface normal is positive.
  • the first actuating element is preferably parallel to the orientation of the Kur- belwellenach.se linearly displaceable between a first and a second actuating position.
  • the first switching element In the first actuating position of the first actuating element, the first switching element can be switched from the first position to the second position by means of the first button.
  • the second actuating position of the first actuating element In the second actuating position of the first actuating element, the first switching element can be switched from the second position to the first position by means of the second button.
  • the first switching element is preferably fixed relative to the connecting rod by means of a latching element in two latching positions, which respectively correspond to the first and the second position of the first switching element.
  • the switching element When hitting the first switching element to z. B. the first button of the first actuating element, the switching element is moved from the first detent position to the second detent position. After impact, preferably after "leaving" the first button, the switching element remains in the second detent position. In an adjustment from the second position to the first position, the switching element meets the second button of the first actuating element and is moved from the second detent position to the first detent position. After the switching element has moved past the second button of the first actuating element, it remains in the first detent position.
  • the configuration of the latching element can in particular bring about a displacement path of the first switchover element into a first or second latching position, which is a distance of the first switchover element in the first and second latching position corresponding to the second or first button, preferably from about 1 mm to 2 mm, realized.
  • the switching element In the first switching position, the switching element projects beyond a first side of the connecting rod, while in its second switching position it projects beyond a second side facing away from the first side of the connecting rod.
  • this bolt is z. B. in a connecting rod or the bore odgl. Recess.
  • the embodiment described above assumes that the switching element after completion of the operation by the actuating element occupies a different switching position than before. But it is also conceivable that the switching element automatically returns to the other switching position after an operation in which it has been briefly transferred to the one switching position (similar to a toggle switch). In such an embodiment, the actuating element thus needs to be equipped with only one button.
  • crank mechanism of the internal combustion engine Due to the kinematic conditions of the crank mechanism of the internal combustion engine, which is predetermined primarily by the crank radius, the push rod length, the piston stroke and the push rod ratio, describes the switching element, which is arranged on the connecting rod, an elliptical movement and has a non-uniform velocity.
  • the position of the connecting rod is described below with the indication of degrees crank angle, wherein a crank angle of 0 degrees describes the position of the connecting rod in its top dead center and a crank angle of 180 degrees, the position of the connecting rod in its bottom dead center.
  • the elliptical movement of the connecting rod results in a different speed, in particular absolute speed of the switching element as a function of the position of the connecting rod.
  • the actuating element is switched from the first operating position to the second operating position within a time interval which lasts longer than the time period for at least one complete revolution of the first connecting rod. Furthermore, in this embodiment, the actuation of the first actuating element is not synchronized with a specific position of the connecting rod. This can cause the impact point of the switching element on the first button or the second button of the first actuating element is unpredictable. Compared to the prior art with a flat first button with the same slope in all their points an actuator with a first button, which at least at two different points each have a different slope from the reference plane, reduce the vibration when switching the switching element. The switching element hits at different points of the first and second button, depending on the position occupied by the actuating element at the time of impact of the switching element.
  • the slope of the first or second button is adapted to the course of the movement speed of the first connecting rod, or of the switching element arranged thereon during the circulation of the connecting rod.
  • the first button intersects the path of the first switching element at different points when the first switching element is in the first position.
  • the switching element strikes the first button at a different impact point.
  • a connecting line of all possible points of impact of the first switching element on the first button results in a switching curve arranged in space when the first switching element is in the first position.
  • the slope of the first button relative to the reference plane is matched to the course of the movement speed of the first switching element such that the first button at a first impact point at which the first switching element has a first speed, a first
  • the slope of the second button of the first actuating element is adapted to the speed characteristic of the first switching element in a simple manner.
  • the button has a curvature.
  • t he jeweil strength of impact of the switching element preferably lie on the ERS th and second button on a connecting line, d ie is continuous in the mathematical ⁇ 's sense.
  • first and the second button are formed as planes arranged next to one another, each with different pitches relative to the reference plane.
  • the first or second button can be formed, for example, by a sheet bent several times.
  • the curvature varies along a path of the switching element.
  • Example ⁇ can as d ie curvature be higher in a place nied engined absol uterellessgeschwind ig ness of the switching element on the railway line of the switching element than a location at which the switching element has a higher absol ute Geschwind ig ness.
  • the button is concave in an area. In a further embodiment, it is provided that the button surface is convex in one area.
  • a further advantageous embodiment of the invention provides that the internal combustion engine has a second connecting rod and a second actuating element, wherein the first actuation element has a concave button and the second U mschalter a convex button.
  • the first actuator a first concave button and a second concave button for switching the switching element of the first connecting rod of the first actuator ung in t he second adjusting clothes or from the two-th manipulated ung in t he first Stel lung
  • the second actuator has a first convex button and a second convex button for switching the (second) switching element of the second connecting rod from the first Stel development in the second Stel development or from the second Stell ung the second switching element in the first Stel development ,
  • t he internal combustion engine having a first and a second Zyl inthe bank and Minim ⁇ least one actuating element is provided with button per bank.
  • a first, third and fifth actuating element are provided, each with concave first and second buttons for the first bank and a second, fourth and sixth actuating element, each with convex first and second buttons for the second cylinder bank.
  • the first actuating element (particularly preferably also the third and fifth actuating element) is or are arranged in a range of 200 degrees to 250 degrees crank angle.
  • the second, preferably also the fourth and sixth actuator in a range of 110 degrees to 160 degrees crank angle angeord net is / are.
  • the first actuating element has a second surface which has a slope with a sign opposite to the slope of the first and / or second button and adjacent to the first or second button, and as a fuse against a shearing of the switching element at a turning back of the internal combustion engine acts.
  • the first or second button in a direction opposite to the top dead center of the connecting rod and / or in a direction opposite thereto has a varying pitch with respect to the reference plane.
  • a method for switching an adjustable compression ratio of an internal combustion engine with a crankshaft, a first connecting rod, a first actuator with a button, a second connecting rod, a second actuator with a button and an adjustment mechanism for adjusting the variable compression ratio is proposed, wherein a switching element for switching the adjusting mechanism is arranged on the first connecting rod and on the second connecting rod and the method comprises the following steps.
  • a first step the first actuating element and the second actuating element are moved from a first to a second or from a second to a first actuating position. This is preferably done independently of a rotational position of the crankshaft and thus not in synchronism with the crankshaft rotation.
  • the first connecting rod is moved in the direction of rotation until the switching element of the first connecting rod at a first
  • Touching touches the button of the first actuating element, wherein the button at the first point of contact has a first slope relative to a reference plane, which is described by a line of the first connecting rod.
  • the second connecting rod is moved in the direction of rotation until the switching element of the second connecting rod at a first
  • Fig. 1 is a sectional view of an internal combustion engine with an adjustable compression ratio, a crankshaft, a first connecting rod, an adjustment mechanism for adjusting the compression ratio and a first switching element.
  • Fig. 2 a sectional view of the first switching element with associated
  • Fig. 3 shows a speed profile of the first switching element over a first crankshaft range
  • Fig. 4 shows a second speed profile of the first switching element over a second crankshaft range
  • FIG. 5 shows a sectional view of a first connecting rod and a second connecting rod and a respective speed profile of a first and a second switching element in the region of a first and a second actuating element
  • Fig. 6 is a sectional view of the first actuating element
  • Fig. 7 is a sectional view of a second actuating element.
  • FIG. 1 shows an internal combustion engine having a housing 1 with a variably adjustable compression ratio, a crankshaft 2 at least one connecting rod 3, an adjusting mechanism 4 for adjusting the adjustable Compression ratio and a first switching element 5 for a switch (not shown in Fig. 1, see, for example, Fig. 2) for switching the adjusting mechanism 4.
  • the first switching element 5 is angeord ⁇ net on the connecting rod 3.
  • the connecting rod 3 has a connecting rod shank on which the connecting piston 3 'bearing connecting rod eye is formed, and a connecting rod cap 3, which surrounds the crankshaft journal.
  • a holder 6 is preferably provided in an area near the bottom dead center of the connecting rod 3, which is movable back and forth parallel to the crankshaft center axis extension and on which an actuating element 7 with two actuating surfaces 8, 8 'for optional mechanical action on the first switching element. 5 are arranged during the passing movement of the actuating element 7 during one revolution of the connecting rod 3.
  • the actuating surfaces 8, 8 ' cause a switching of the first switching element 5 and thus the switch from the first in the second switching position, while the actuating surface 8', the first switching element 5 is actuated for transferring the switch from the second in the first switching position.
  • the first switching element 5 may, in a specific embodiment, a switch 20 in the form of a hydraulic directional control valve for a hydraulic control of a working space, as for example in Fig. 1 of DE-A-10 2005 055 199 designed as a working space 29.1 and 29.2, respectively ⁇ control.
  • the first switching element 5 can control a hydraulic directional control valve, which in each case releases a drainage bore assigned to a working space.
  • a drainage hole is shown for example in FIG. 2 of DE-A-10 2005 055 199 as drainage bore 36.
  • the hydraulic valve has at least two switching controls, which correspond in each case to a first position of the switch 20 and a second position of the switch 20.
  • DE-A-10 2012 020 999 describes different possibilities of interconnecting a hydraulic directional control valve.
  • this document makes full reference in the context of the disclosure of this present application. sen, so that the content of DE-A-10 2012 020 999 belongs to the subject of the present application.
  • Fig. 2 further shows the interaction of the first switching element 5 with a hydraulic directional control valve as a three / two-way valve 11 or generally with the switch 20.
  • the three / two-way valve function is in this case by the interaction of a first two / two-way valve 12 and a second Two / two-way valve 13 realized.
  • the two / two-way valves 12 and 13 can be designed as poppet valves, for example by a ball check valve, which can be pressed on a plunger.
  • a first plunger 14 is associated with the first two / two-way valve 12.
  • a second plunger 15 is associated with the second two / two-way valve.
  • the two plungers 14 and 15 are controlled by the first switching element 5.
  • the first switching element 5 can be held by means of a latching device 16 in a specific switching position.
  • the latching device 16 can be realized via a resilient pressure piece 17 and a first latching contour 18 formed on the first switching element 5. So that the tappets do not unintentionally open the two / two-way valves under the influence of inertial forces, the tappets are pressed against the first changeover element 5 by springs.
  • the latching device 16 has a second latching contour 19.
  • the locking contour 18 causes, in cooperation with the resilient pressure piece 17 holding the first switching element 5 in a first position.
  • the latching contour 19, in cooperation with the resilient pressure piece 17, causes the first switchover element 5 to be held in a second position.
  • the first switching element 5 moves during one revolution of the connecting rod 3 Because of the kinematic specifications, such as the crankshaft radius, the push rod length of the connecting rod 3 and the position of the first U mschalt ⁇ elements 5 on the first connecting rod 3 along a movement path with varying speed.
  • Fig. 1 is shown for a special le design an elliptic see line 9 of the first switching element 5. At a virtually constant speed of the internal combustion engine, this results in a Geschwind techniksverlauf, which varies depending on the position of the first Umschaltele ⁇ element 5.
  • the positions of the first switching element 5 on the web 9 will be indicated in degrees of crank angle as a function of the rotational position of the crankshaft 2, which is described by an angle alpha.
  • a value of the angle ⁇ pha of 0 degrees crank angle corresponds to a position of the first switching element 5 at the top dead center of the first connecting rod 3, this point in FIG. 1 on the Brul inie with a point 10 is located.
  • a value of the angle alpha degree crank angle of 180 corresponds to the position 21 of the first switching element 5 which lies on the line 9.
  • FIG. 3 shows a first qualitative velocity curve 41 of the absolute velocity vi of the first switching element 5 over the angle alpha in degrees of crank angle.
  • the absolute speed of the first change-over element 5 is strictly monotonically increasing in a crank angle range of 170 degrees to 190 degrees.
  • the absolute speed of the switching element preferably reaches a value of a maximum of 30 m / s.
  • Fig. 4 shows a second qualitative Geschwind ig keitsverlauf 42 of the absolute velocity v2 of the first switching element 5 to the position of the first switching element 5, in degrees crank angle of the angle al ⁇ pha.
  • the absolute speed of the first switching element 5 is strictly monotonically decreasing.
  • U m ⁇ d rehungen per minute reaches the absolute speed of U mschaltele- It prefers a maximum value of 30 m / s.
  • Fig. 5 shows the crankshaft 2, the first connecting rod 3 and a second connecting rod 51 and a Massenausg easy element 52. Furthermore, a speed curve 53 of the first switching element 5 of the first connecting rod 3 and a speed ⁇ course 54 of a first switching element of the second connecting rod 51 is ⁇ recorded , In this case, the individual NEN marked points of the speed curve 53 d he positions of the first switching element 5 of the first connecting rod 3, wherein from one position, for example, the position 55, to the next position, for example, the position 56, the crankshaft 2 to 5 Degree crank angle d reht.
  • a large distance between two points represents a high absolute velocity of the first switching element 5, while a small distance between two points, for example between the point 57 and the point 58, is a low absolute velocity of the first switching element 5 represents.
  • the movement direction of the first connecting rod 3 with the arrow 59 dargestel lt.
  • Adapted to the speed profile of the absolute speed of the first switching element 5 is a first button 60 and a second button 61 of the first Actu ⁇ gungsungselement 7 is formed.
  • the view A on the first actuator 7 is d urch by looking at the plane 62 in the direction 63 made light.
  • the first switching element 5 has a first speed and a second speed at a corresponding point of impact 57.
  • the point belonging to Brul inie dot 64 corresponds to the impact point 75 in FIG. 6 and the corresponding point 57 of the web line 59 corresponds to the impact point 76 on the first button 71 of the first actuating element 7.
  • the rise of the first button 71 at the point of impact 75 is with the Line 77 does not clarify.
  • the rise of the first button 71 relative to the reference plane 73 at the impact point 76 is shown by the line 78.
  • the two lines 77 and 78 are displaced in parallel in the direction 74 towards the reference plane 73 and represented by the respective lines 79 and 80.
  • the jeweil strength gradients at the impact points 75 and 76 can each have a first surface normal 81 to the reference ⁇ plane 73, describe a normal 82 to the line 79, a second surface normal 83 to the reference plane 73 and a normal 84 to the line 80th
  • the slope at the impact point 75 is equal to the value of the tangent of the angle a, which is described between the first surface normal 81 of the reference plane 73 and the normal 82 to the line 79.
  • the gradient at the impact point 76 of the first button 71 is d urch the tangent of the angle ß described, wherein the angle ß by the angle between the second surface normal 83 to the reference plane 73 and the normal 84 to the line 80 ge ⁇ forms is.
  • the absolute Geschwind ig ness of the first switching element 5 is higher than the absolute Geschwind ig ness of the first Druckelemen- to the up ⁇ science ddling 75 tes 5 at the impact point 76.
  • the first button 71 of the first Betätig ungselements 7 is such to this Geschwind adapted techniksverlauf that the riser ung at the hit point 75 is smaller than the slope at the point of impingement 76.
  • he first button 71 is designed as a kon ⁇ kave button.
  • Fig. 7 shows a further embodiment of the first actuating element 7 with a first button 91 and a second button 92, wherein the first button 91 is defined by a first plane 93, a second plane 94 and a third plane 95, each at different angles n 96, 97 and 98 extend to the reference plane 99, is formed.
  • the angles 96, 97 and 98 of the planes 93, 94 and 95 are dependent on the speed of the switching element 5, which this in his movement along the single nen levels chosen, and that the angles are greater, the smaller the speed of the switching element 5 is.
  • Fig. 8 shows the second actuating element 7, which is arranged in a crank angle range of approximately 120 degrees to 170 degrees.
  • Fig. 8 shows a
  • the second actuating element 7 has a first button 102 and a second button 103, wherein the first button 102 and the second button 103 are adapted to a speed curve 54 of a second switching element 5 of the second connecting rod 51.
  • the second switching element 5 has, at a point of impact 167, a first speed and at a point of impact 156, a second Geschwind ig ness on, the second Ge ⁇ dwindling ness strength is higher than t he first Geschwind ig ness.
  • the rise of the first button 102 at the impact point 167 is higher than the rise of the first button 102 at the impact point 156.
  • the tangent 104 of the first button 102 contacting the impact point 167 describes a reference plane 105 which is perpendicular to the crankshaft axis of Kurbelwel le 2, an angle 106.
  • the course of the first button 102 of the second actuating element 7 is adapted to the speed of the second switching element when hitting the first button 102 such that the angle 106 and thus the rise at the point of impact 167 at the first speed ness of the second switching element is higher than the angle 108 and th e pitch of the first button 102 at the point of incidence 156, wherein t he velocity of the second U is mschaltelements 5 is higher at the impingement point 156 than the vELOCITY ⁇ ness of the second switching element 5 at the impact point 167 ,
  • the in Fig. 3 illustrated embodiment accordingly has banking-adapted actuators.
  • each individual connecting rod for example for a first, second, third, fourth, fifth and sixth connecting rod, in each case a single actuating element 7 before.
  • the individual actuators 7 can be moved in opposite directions or in the same direction. In the same direction displacement of the actuators 7, the individual banks each have different connecting rods, wherein the respective switching elements 5 of the single connecting rod each point to one end of the crankshaft and the other opposite end of the crankshaft.
  • the internal combustion engine may be an in-line engine, a V-type engine or a boxer engine.
  • the first and the second actuating element 7 may not be arranged centrally, that is to say not underneath the crankshaft 2, opposite the bottom dead center of the connecting rod, but laterally thereof, as shown in FIG. 3 shown.
  • FIGS. 6 to 8 show profiles of the first and second buttons, each representing a shock-optimized spatial contact curve, on which the first or second switching element 5 contacts the first or second button of the first and second actuating element 7 when actuated.
  • This preferably spatial, optimized Berhakkurve allows a comparatively gentle power surge when switching and reduces the wear of the switching elements 5, the / the actuating elements 7 and the components within the connecting rod.
  • the actuating element 7 laterally of the bottom dead center of the connecting rod to release an additional space in the region of the bottom dead center of the connecting rod and thus reduce the overall height of the internal combustion engine.
  • a steeper Berzierkurve the first and second buttons of the respective actuating element 7 is made possible by such a lateral arrangement.
  • the actuating element 7 is preferably arranged directly below the connecting rod.
  • the actuation elements 7 each have additional switching ⁇ surfaces 43, ie he thought to reindeer at a reverse twist of the connecting rod, as for example when switching off the engine or when back ⁇ rol len of a vehicle with engaged reverse gear of Case may be to protect the U mschaltelement against damage by, for example, shearing, if during this back twisting of the connecting rod zulurry lly the actuating element 7 is moved with one of its buttons in the direction of the movement path of the switching element 5.
  • the invent ung can alternatively d urch rewrite a of the following feature groups further, the feature groups are combined with one another and individual features of one Merkmalsg ru p ⁇ pe with one or more features of one or more other feature groups and / or one or more of previously mentioned embodiments of the invention can be combined.
  • Radial plane has, which is perpendicular to the crankshaft axis and in which the switching element in a revolution of the Pleuels moves, with the two slopes with respect to the reference plane have the same sign.
  • Internal combustion engine according to item 1 wherein the button has a curvature.
  • Internal combustion engine according to item 1 or 2 wherein the degree of curvature varies along a line of the (first) switching element 5 on the button.
  • Internal combustion engine according to one of the preceding figures wherein the button is concave in a region.
  • Internal combustion engine according to one of the preceding figures, wherein the button in a region is convex.
  • Internal combustion engine wherein the internal combustion engine has a second connecting rod and a second actuating element, wherein the first actuating element has a concave button and the second actuating element has a convex button.
  • Internal combustion engine wherein the internal combustion engine has a first and a second cylinder bank and per cylinder bank at least one actuating element is provided.
  • Internal combustion engine according to one of the preceding figures, wherein the (first) actuating element has a further button, which has a gradient with opposite sign to the slope of the first button and as a safeguard against a shearing off of the (first) switching element when turning back the combustion combustion engine acts.

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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)

Abstract

L'invention concerne un moteur à pistons élévateurs, en particulier un moteur à combustion interne (1), possédant un rapport de compression réglable, un vilebrequin (2), au moins une première bielle (3), un mécanisme de réglage (4) pour régler le rapport de compression variable réglable, un premier élément de commutation (5) pour régler et/ou déclencher un réglage du mécanisme de réglage (4), le premier élément de commutation (5) étant disposé sur la première bielle (3). L'invention comprend en outre un premier élément d'actionnement possédant une première surface d'actionnement pour faire passer le premier élément de commutation (5) d'une première position dans une seconde position et/ou inversement, la surface d'actionnement présentant sur au moins deux points différents à chaque fois deux inclinaisons différentes par rapport à un plan de référence qui s'étend perpendiculairement à l'axe du vilebrequin et les deux inclinaisons ayant le même signe par rapport au plan de référence.
PCT/EP2015/060795 2014-05-15 2015-05-15 Moteur à combustion interne avec surface d'actionnement réduisant les chocs dans le réglage d'un rapport de compression variable WO2015173412A1 (fr)

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DE112015002278.3T DE112015002278A5 (de) 2014-05-15 2015-05-15 Verbrennungskraftmaschine mit stoßreduzierender Schaltfläche zum Verstellen eines variablen Verdichtungsverhältnisses

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DE102014007053.0 2014-05-15
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DE102017113521A1 (de) 2016-07-28 2017-08-10 FEV Europe GmbH Hubkolbenmaschine, insbesondere als Verbrennungskraftmaschine, mit veränderbarem Verdichtungsverhältnis
DE102017116014A1 (de) 2016-07-29 2017-08-31 FEV Europe GmbH Hubkolbenmaschine mit einstellbarem Verdichtungsverhältnis, insbesondere Hubkolbenbrennkraftmaschine, und Pleuel für eine derartige Hubkolbenmaschine
DE102017120528A1 (de) 2017-09-06 2017-10-19 FEV Europe GmbH VCR-Hubkolbenmaschine
DE102017123726A1 (de) 2017-10-12 2017-11-23 FEV Europe GmbH VCR-Hubkolbenmaschine
DE102017130742A1 (de) 2017-12-20 2018-02-15 FEV Europe GmbH Hubkolbenmaschine mit veränderlichem Verdichtungsverhältnis

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DE19703948C1 (de) * 1997-02-03 1998-06-18 Meta Motoren Energietech Vorrichtung zur Veränderung der Verdichtung einer Hubkolbenbrennkraftmaschine
DE102012014917A1 (de) * 2011-07-29 2013-02-07 Fev Gmbh Druckimpulsansteuerung für eine Verstelleinrichtung eines variablen Verdichtungsverhältnisses
DE102012020999A1 (de) * 2012-07-30 2014-01-30 Fev Gmbh Hydraulischer Freilauf für variable Triebwerksteile
WO2014019684A1 (fr) * 2012-07-30 2014-02-06 Fev Gmbh Unité d'actionnement pour composants de mécanisme moteur variables

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DE19703948C1 (de) * 1997-02-03 1998-06-18 Meta Motoren Energietech Vorrichtung zur Veränderung der Verdichtung einer Hubkolbenbrennkraftmaschine
DE102012014917A1 (de) * 2011-07-29 2013-02-07 Fev Gmbh Druckimpulsansteuerung für eine Verstelleinrichtung eines variablen Verdichtungsverhältnisses
DE102012020999A1 (de) * 2012-07-30 2014-01-30 Fev Gmbh Hydraulischer Freilauf für variable Triebwerksteile
WO2014019684A1 (fr) * 2012-07-30 2014-02-06 Fev Gmbh Unité d'actionnement pour composants de mécanisme moteur variables

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102017113521A1 (de) 2016-07-28 2017-08-10 FEV Europe GmbH Hubkolbenmaschine, insbesondere als Verbrennungskraftmaschine, mit veränderbarem Verdichtungsverhältnis
DE102017116014A1 (de) 2016-07-29 2017-08-31 FEV Europe GmbH Hubkolbenmaschine mit einstellbarem Verdichtungsverhältnis, insbesondere Hubkolbenbrennkraftmaschine, und Pleuel für eine derartige Hubkolbenmaschine
DE102017120528A1 (de) 2017-09-06 2017-10-19 FEV Europe GmbH VCR-Hubkolbenmaschine
DE102018120949A1 (de) 2017-09-06 2018-10-18 FEV Europe GmbH VCR-Hubkolbenmaschine
DE102017123726A1 (de) 2017-10-12 2017-11-23 FEV Europe GmbH VCR-Hubkolbenmaschine
DE102018124697A1 (de) 2017-10-12 2018-12-13 FEV Europe GmbH VCR-Hubkolbenmaschine
US10746107B2 (en) 2017-10-12 2020-08-18 FEV Europe GmbH Variable compression ratio reciprocating piston engine
DE102017130742A1 (de) 2017-12-20 2018-02-15 FEV Europe GmbH Hubkolbenmaschine mit veränderlichem Verdichtungsverhältnis
DE102018132650A1 (de) 2017-12-20 2019-02-14 FEV Europe GmbH Hubkolbenmaschine mit veränderlichem Verdichtungsverhältnis

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