WO2015193437A1 - Moteur à combustion interne à réglage permettant de réduire les secousses d'un rapport de compression variable - Google Patents

Moteur à combustion interne à réglage permettant de réduire les secousses d'un rapport de compression variable Download PDF

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Publication number
WO2015193437A1
WO2015193437A1 PCT/EP2015/063713 EP2015063713W WO2015193437A1 WO 2015193437 A1 WO2015193437 A1 WO 2015193437A1 EP 2015063713 W EP2015063713 W EP 2015063713W WO 2015193437 A1 WO2015193437 A1 WO 2015193437A1
Authority
WO
WIPO (PCT)
Prior art keywords
switching element
actuating
switching
crankshaft
shaft
Prior art date
Application number
PCT/EP2015/063713
Other languages
German (de)
English (en)
Inventor
Jeroen Slotman
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 DE112015002886.2T priority Critical patent/DE112015002886A5/de
Publication of WO2015193437A1 publication Critical patent/WO2015193437A1/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
    • 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
    • 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
    • F02B75/06—Engines with means for equalising torque

Definitions

  • the invention relates to an internal combustion engine with a variable compression, a crankshaft, at least one connecting rod, an adjusting mechanism for adjusting the variable compression, a switching element for switching the adjusting mechanism, wherein the switching element is arranged on the connecting rod or the crankshaft, and a second counter to the crankshaft rotating shaft.
  • Such an internal combustion engine is known from WO-A-2014/019684 and from WO-A-2014/019683.
  • the switching element which is arranged in a lower region of the connecting rod, actuated via an actuating element in the form of a cam member.
  • the switch which is acted upon by the switching element, integrated in the connecting rod (eg in the region of the crankshaft bearing of the connecting rod) and the adjusting mechanism in an upper region of the connecting rod.
  • Such a constructed connecting rod is sensitive to vibrations during operation of the internal combustion engine.
  • the object of the present invention is to provide an internal combustion engine in which the shifting forces and vibrations upon actuation of the operating element on the changeover switch and thus when a switch of the adjusting mechanism are adjusted for adjusting the variable compression of the combustion engine, are reduced.
  • the actuating element is angeord net on another component of the reciprocating engine, which the operating In the phase in which the switching element passes through the switching section of its trajectory curve, moved with the switching element, so that the relative speed of both considered along the switching section is comparatively small to zero in the ideal case.
  • the speed of movement of the switching element along the switching section is thus substantially equal to the speed of movement of the actuating element. In this case, it does not initially matter along which path the actuating element is moved and whether it is also moved when no actuation of the switching element should take place by means of the actuating element, namely, for example, the compression ratio should not be adjusted.
  • the actuating element of a rotating component of the reciprocating engine such as a balance shaft or a drive shaft for an accessory, such as an oil pump, rotated.
  • the ratio of the rotation of the Betuschistsele- element to the frequency with which the switching element moves along its trajectory curve is basically freely selectable at a ratio of eg one and corresponding phase position of both movements (rotation of the shaft or circulation of the connecting rod on the one hand and movement of the switching element along its trajectory curve on the other hand) changeover element and actuating element "meet" once within the switching section of the trajectory curve of the switching element per revolution, so that in this phase an actuation of the switching element by the actuating element can take place.
  • the actuating element can also perform a translatory movement or a superimposed rotational and translational movement in order then to move with the switching element when the switching element passes through the switching section of its trajectory curve.
  • the translational movement of the actuating element is in this case an oscillating or lifting movement.
  • the actuating element is moved back again, in order then to be advanced again, when the switching element passes through the switching section and a switch is to take place.
  • the actuating element can also follow its (spatial) movement, at least within the switching section of the trajectory curve of the switching element. In all these cases, too, the frequency with which the switching element and the actuating element "meet" in the switching section of the switching element can basically be freely specified.
  • the switching element Both in rotational and in translational movement of the moving element, the switching element "dips” into the actuating element in the manner of the meshing teeth of a gear pair or a gear with a rack.
  • the switching element drives” along an ideally straight line of contact along the actuating surface of the actuating element.
  • the line of contact is straight when moving from the first contact to the switching element and the actuating element at the same speed when the switching element passes through the operating portion of its trajectory curve.
  • the switching element describes an elliptical trajectory curve.
  • the actuator describes e.g. a circular path curve.
  • the speed of both in the circumferential or circumferential direction is not exactly the same when both meet within the switching section of the elliptical trajectory curve of the switching element; Rather, the relative speed of both varies from larger to smaller and possibly then again larger or in another way, which depends on where the elliptical trajectory curve Bet Trents- element and switching element meet and which line of motion performs the actuator when meeting with the switching element.
  • the actuation of the switching element is advantageously carried out mechanically by the actuating element, wherein the actuating element has at least one actuating surface which, for the contacting and thus actuation of the switching element, is laterally inserted into the actuating section of the path of movement.
  • curve of the switching element is movable into it, wherein the actuating surface has at least one aligned obliquely to the plane of the movement curve of the switching element partial surface.
  • the actuating surface may be planar and / or spherically curved and / or be composed of angularly arranged to each other planar partial surfaces.
  • the switching element may take more than two switching positions, for example, to set the compression ratio to one of more than two possible values. By appropriate control the switching element can then work to set one of more than two compression ratios with two switching positions, and indeed if it is "toggled", so it can be operated again and again after each operation, for example, automatically returns to its rest position. It may also be useful if the other component is an actuating element carrying and co-rotating switching shaft which rotates in the direction of rotation of the crankshaft opposite direction, and it may also be advantageous if the actuator for particular mechanical action on the switching element on the Shift shaft is axially displaceable forward and backward.
  • the shift shaft is expediently a balance shaft to compensate for mass forces and moments of the reciprocating engine, provided that it has such a shaft, or to a drive shaft for an accessory such.
  • this can also be moved by a separate from the crankshaft drive unit for actuating the switching element.
  • the actuating surface has at least one partial surface which extends obliquely to a plane of movement, which of at least the operating portion of the trajectory curve of the switching element is clamped.
  • the compression ratio is advantageously achieved by adjusting an engine component such.
  • the speed vector of the switching element can be disassembled into a horizontal or X component and into a vertical or Y component and that the actuating element in the direction of the larger of the two speed components and substantially with its amount is moved, at the moment of actuation of the switching element by the actuating element.
  • the actuating element is arranged on a (second) shaft and has at least a first and a second actuating position.
  • the switching element is switched in the first operating position of a first switching position at least in a second switching position and switched in the second operating position of the second switching position back into the first switching position.
  • the first actuation position or changeover position corresponds to a first compression ratio
  • the second actuation position or changeover position corresponds to a second compression ratio.
  • the adjusting mechanism for adjusting the variable compression of the internal combustion engine can in particular meet an engine component , the geometry of which can be changed.
  • An engine component that can be adjusted in this sense may be, for example, a variable length conrod, a variable compression height piston, or a variable crank radius crankshaft.
  • a connecting rod is described, the effective length of which is variable and with which thus the compression ratio of the internal combustion engine can be adjusted.
  • the switching element can be arranged on the crankshaft in a further embodiment.
  • the switching element can be designed as a pin, cylindrical pin or bolt.
  • the actuating element has in particular at least one contact or actuating surface , which touches the Umschaltele ⁇ ment during switching.
  • the actuation ⁇ element has a first contact surface for transferring the change-over from the first changeover position to the second changeover position and a second contact surface for transferring the switching element of the second order ⁇ switching position into the first switch-over position.
  • the internal combustion engine has an arrangement in which the Um ⁇ switching element is arranged on a component of the internal combustion engine, which moves in the direction of rotation of the crankshaft, which is in this Component is preferably a connecting rod or a crankshaft, and the actuating element is arranged on the counter shaft to the crankshaft rotating second shaft.
  • This arrangement has the effect that the switching element can be switched by the actuating element in intervals that occur over a periodically recurring period, as long as the compression ratio is to be changed.
  • a plurality of switching elements of the engine are connected by a plurality of actuators which are arranged in ⁇ advantageous manner on the same second shaft switchable.
  • a switching element is preferably assigned in each case an adjusting mechanism and preferably a connecting rod.
  • the arrangement of the individual connecting rods of the internal combustion engine to each other is determined by the design of Verbrennungskraftma ⁇ machine, the internal combustion engine or generally reciprocating engine can be designed as a series cylinder, boxer or V-engine.
  • the individual adjustment mechanisms are advantageously associated with two different cylinder banks (an adjustment mechanism for each cylinder bank).
  • all adjusting mechanisms are switchable via the second shaft.
  • the time periodically recurring distances to the potential actuation of the switching element are determined in particular by a transmission ratio between the crankshaft and the second shaft.
  • this ratio is not adjustable.
  • the transmission ratio between the crankshaft and the second shaft can for example be 1/8, 1/4, 1/3, 1/2, 1, 2, 4 or 8, the second shaft corresponding to 1/8, 1 / 4, 1/3, 1/2 of the rotational speed of the crankshaft or 1, 2, 4 or 8 times the speed of rotation of the crankshaft rotates.
  • the second shaft may be designed as a balancing shaft of the reciprocating engine when the reciprocating engine has such a balancing shaft.
  • the arrangement causes the switching element and the actuating element to approach in periodically recurring intervals, so that actuation of the switching element via, for example, 45 ° crankshaft rotation is possible.
  • this time interval is independent of the transfer ratio if the transmission ratio is not equal to one.
  • an approach is predetermined by the arrangement and the geometry of the Umschalt ⁇ elements and the actuating element such that the relative speed of switching element and actuator while they are touching, is as low as possible, preferably equal to zero.
  • a first contact between the switch element and the actuating element can be effected during switching.
  • the actuating element to the switching ⁇ element and the formation of a first contact between the actuator and the switching element during a crankshaft rotation example of a gear ratio of one and be ⁇ written case that the switching element and the actuator each one Describe circular path.
  • the crankshaft has a horizontal and a vertical crankshaft centerline in a cross section perpendicular to its axis of rotation.
  • the vertical and horizontal coordinates of the touch point on the switching element at which it initially contacts the actuating element for the purpose of switching, relative to the position of the axis of rotation of the crankshaft, will hereafter be represented by the product of the distance of the contact point on the switching element from the Center of the crankshaft and the sine and be calculated according to the cosine of an angle alpha.
  • the angle alpha is the angle of the horizontal crankshaft Zvi ⁇ 's center line and a connecting line Zvi ⁇ rule the contact point on the switching element and the rotation axis of the crankshaft, wherein the connecting line within the cross-section is arranged.
  • the second shaft has a horizontal and a vertical center line in a cross section perpendicular to its axis of rotation.
  • the vertical and horizontal coordinates of the contact point on the actuating element in the initial contact between actuator and switching element relative to the axis of rotation of the second shaft will be exemplified by the product of the distance of the contact point on the actuating element from the center of the second shaft and the sine and corresponding to the cosine a win ⁇ kels beta can be calculated.
  • the angle beta is the angle between the horizontal center line of the second shaft and a connecting line between the contact point on the actuator by the switching element and the axis of rotation of the second shaft, wherein the connecting line is disposed within the cross-section.
  • the actuating element for the switching element may be arranged such that a first contact between the switching element and the actuating element occurs at a value of the angle ⁇ pha of about 270 degrees and a value of the angle beta of about minus 270 degrees formed.
  • a relative velocity between the point of contact of the switching element and the point of contact of the actuating element in the vertical direction of zero is obtained at the first contact.
  • the corresponding relative speed of the respective points of contact in the horizontal direction is dependent on the respective distances of the points of contact from the axis of rotation of the second shaft or the crankshaft and the transmission ratio.
  • the point of contact of the switching element at a distance from the axis of rotation of the crankshaft, which corresponds to a distance of the contact point of the actuating element to the axis of rotation of the second Wel le.
  • a relative speed of the respective contact points in the horizontal direction of zero results for each of the values for the angles .alpha. And .beta.
  • the point of contact of the switching element has a distance to the axis of rotation of the crankshaft, which g r Hugheser, for example, the single or double g rommeer than the distance of the contact point of the actuating element to the axis of rotation of the second Wel le is, in particular a transmission ratio of two or three exist.
  • a relative speed of the respective points of contact in the horizontal direction can be achieved independently of zero, in particular independently of the value of the angle alpha or beta. It is advantageously provided that a vertical and / or horizontal relative velocity between the point of contact of the switching element and the contact point of the actuating element at the first contact during the switching is approximately zero, in a particularly preferred embodiment exactly zero.
  • a U mscrien the switching element to d iesem time within a crankshaft revolution causes that due to the small or non-existing relative movement in the direction of rotation of the actuator and U mschaltelement a comparatively lesser impulse between the actua ungselement and the switching element U mschalt is generated , as an impulse generated at a changeover between the switching element and a cam plate stationary with respect to the rotation of the crankshaft (see, for example, WO-A-2014/019684).
  • This comparatively lesser force impulse causes the comparatively low forces, in particular transverse forces, and vibrations in the connecting rod and therefore the adjusting mechanism to be transmitted when the U m shift element is actuated, with the result that the risk of damage, in particular of the adjustment mechanism, in the continuous operation re ⁇ cuted is.
  • a U can be effected at an arbitrary value of the angle Al pha or beta, wherein the Relativge ⁇ schwind technik (in the direction of rotation) upon contact of the switching element D urch the actuation element at the first contact both approximately Nul l, esp - Specifically, exactly N ul l is.
  • the actuating element has a first section, which has an actuating surface which is inclined towards the axis of rotation of the second shaft h in increasing cross-sectional area and thus an actuating surface which is inclined by the trajectory curve of the U-switching element.
  • t he sectional area is aligned parallel to the rotation axis of the second shaft ⁇ .
  • the first section is about the rotation Axle of the second wave formed in an advantageous manner as a circular sector, which corresponds for example to a quarter circle.
  • the switching element is so angeord net for actuation element, that a first contact between the switching elements and the actuating element at a value of the angle alpha of less than 270 degrees, for example at a value in a range of 230 to 240, 240 to 250, 250 to 260, or 260 to 269 degrees.
  • these embodiments can not reach a relative speed of approaching zero at the first contact between the points of contact, this may be the case Ausry tion forms with appropriate Ü translation and dimensioning of the distances of the points of contact to each of the axis of rotation of the crankshaft and the second Wel le a horizontal relative velocity at the first contact between the points of contact of approximately zero l be provided.
  • the actuation element has a second section which has a cross-sectional area which narrows towards the axis of rotation of the second shaft and thus has a second actuation surface inclined toward the plane of the movement trajectory.
  • the cross-sectional area is aligned parallel to the axis of rotation of the second shaft.
  • the second section is formed q uer to the axis of rotation of the second wave advantageously as a circular sector, which corresponds for example to a quarter circle.
  • the switching element can be switched by moving it away from the axis of rotation of the second shaft.
  • the second section may be opposite to the direction of rotation of the second shaft, offset from the first section.
  • the first portion is connected to the second portion by means of a transitional surface, wherein a surface of the first portion and the second portion of the first contact or U Actuation surface for U switching of the switching element from the first Stel ment in the second Form Stel ⁇ ment and this first actuating surface preferably has no edges on ⁇ .
  • the second contact or actuating surface can be designed to switch the switching element from the second position into the first position.
  • a further embodiment provides that the actuating element is displaceable parallel to the axis of rotation of the crankshaft. It can be fixedly disposed on the second shaft and the second shaft parallel to the rotation axis of the crankshaft comparable be pushed ⁇ the actuating element in a specific embodiment.
  • the actuating element is slidably disposed on the second shaft.
  • the second shaft is not displaceable relative to the crankshaft in this embodiment.
  • the switching element between the first position and the second position is parallel to the axis of rotation of the crankshaft.
  • the switching element is preferably designed as a pin, pin or pin.
  • the switching element is slidable obliquely to the axis of rotation of the crankshaft.
  • This embodiment may include a first contact surface of the Betuschistsele ⁇ ments, which is arranged to the second contact surface by an angle, for example of 30 degrees, are added.
  • the second shaft is a balance shaft, in particular ⁇ a balance shaft for mass balance of arranged on the crankshaft engine components. Such a balance shaft can be provided for example in three-cylinder engines.
  • the second shaft is a shaft, in particular a drive shaft, an accessory of the internal combustion engine.
  • the second shaft may be the on ⁇ drive shaft of an oil pump of the internal combustion engine.
  • the internal combustion engine has several actuation elements ⁇ and a plurality of switching elements, preferably just as many Betä ⁇ tion elements and switching elements such as cylinders.
  • a special embodiment makes provision for a plurality of actuating elements to be integrated in one component, and thus for the individual switching elements to be synchronously switchable.
  • the movement of one or each actuator can be pneumatically, hydraulically, mechanically, magnetically and / or electrically.
  • the method according to the invention comprises the following steps.
  • a first step an actuator from a first to a second or moved from a second to a first actuating position, wherein the actuating element is arranged on the second shaft.
  • the second shaft rotates until the actuating element touches the switching element.
  • the switching element is moved from a first switching position to a second switching position or from the second switching position back to the first switching position, whereby the actuating element via its contact or actuating surface moves the Umschaltele ⁇ ment and as a result thereof Compression ratio is adjusted.
  • a force impulse on the actuating element is measured during the switching over in the third step in a step 3a.
  • a fourth step one of the two, the first or the second switching position of the actuating element is changed, for example by dislocation of a brake block for the actuating element.
  • Steps 1, 2, 3 and 3a are preferably repeated often until the ge ⁇ metered impulse below a predetermined value.
  • the vibration may be measured instead of or in addition to the force impulse.
  • the geometry of the contact surface can be changed by replacing a component of the actuating element.
  • FIG. 1 is a sectional view of a schematically illustrated part of an internal combustion engine with an adjusting mechanism for adjusting an adjustable variable compression ratio, a
  • FIG. 2 is a sectional view of the device shown in FIG. 1 part of the internal combustion engine along the line II-II and,
  • Fig. 3 is a sectional view of the part of the internal combustion engine according to FIG. 1 with the actuating element and the switching element in the second switching position.
  • Fig. 1 shows an internal combustion engine 1 with an adjustable, variable compression ratio, a crankshaft 2 with an axis of rotation 12, at least one connecting rod 3, an adjusting mechanism for adjusting the compression ratio indicated only in FIG. 4, a switching element 5 of a switch indicated at 5 'for at least triggering a switching of the adjusting mechanism 4.
  • the adjusting mechanism 4 is integrated in the connecting rod 3 and in FIG. 1 not shown in detail. In a further embodiment, the adjusting mechanism 4 may be screwed to the connecting rod 3.
  • the adjusting mechanism 4 can, in particular, like the adjusting mechanism 202 according to FIGS. 55 to 57 and their associated description of WO-A-2014/019683 be executed.
  • the switching element 5 is in the in Fig.
  • the internal combustion engine 1 has a second (switching) shaft 6 rotating in opposite directions to the crankshaft 2, on which an actuating element 7 for mechanical actuation or switching of the switching element 5 is arranged.
  • the crankshaft 2 rotates in the direction of rotation 13, while the (switching) shaft 6 rotates in the opposite direction of rotation 14 (see also Fig. 2).
  • the actuating element 7 rotates with the switching shaft 6 and is displaceable along the latter between a first and a second actuating position, the switching element 5 being switchable from a first position to a second position in the first actuating position and in the second actuating position.
  • the switching element 5 can be switched from the second position to the first position.
  • the Beturgiigu ngselement 7 has a first contact surface nd a second contact surface 9.
  • a u 8 causes 6 angeord ⁇ designated keyway 10 in the second Wel le that the Bet2011igu ngselement 7 parallel to the rotary axis 11 of the second shaft 6 forward and moved back ,
  • Fig. 1 shows the actuating element 7 in its first actuating position, in which it has been displaced in the direction of the arrow X for movement.
  • the actuation element contacts its first contact surface 8 with respect to the illustration in FIG. 1 left over the connecting rod head projecting U m ⁇ switching element 5, which has consequently moved in the direction of the arrow Y.
  • the previously occupied first U mschaltstel lung of the switching element 5 ent ⁇ speaks a first Dilute ichtungsstory the internal combustion engine, while the second U mschaltstell ung corresponds to a different from the first Dilute ichtungsfound second compression ratio.
  • the switching element 5 is in the in FIG. 1 at a position where it has the smallest distance to the actuating element 7.
  • a first contact between a contact point of the switching element 5 and a contact point of the Actuate the ⁇ g ungselements 7 has occurred in a state where temporally before in Fig. 1 state shown.
  • Fig. 2 shows that in FIG. 1 of the internal combustion engine 1 shown in cross section II-II of FIG. 1.
  • the crankshaft 2 has a horizontal Kurbelwel lenffenline 31 and a vertical crankshaft mean line 32.
  • the contact point 33 of the switching element 5 during the first contact is in the in Fig. In FIG. 2 illustrated level in the middle of the switching element 5 posi- tioned.
  • the Bermmungspun kt 34 of the actuating element 7 is in the in FIG. 2 offset state by a few degrees in the direction of rotation 14 of the second shaft 6, wherein the Beru kungspun kt 34 of the actuating element 7 in d iesem State has a g r Méeren distance from the axis of rotation 11 of the second shaft 6 as the contact point 33 of the switching element. 5
  • the vertical and horizontal coordinates of the touch point 33 of the switching element 5 relative to the rotational axis 12 of the crankshaft 2 is the product of the distance 36 of the contact point 33 of the switching element 5 from the axis of rotation 12 of the crankshaft 2 and the sine and corresponding to the cosine an angle 38 (angle Al pha) determined.
  • the angle 38 is the angle between the horizontal crankshaft center line 31 and a connection line between the contact point 33 of the switching element 5 and the rotational axis 12 of the crankshaft 2, wherein the connecting line is within the cross section angeord net.
  • the second wave 6 has, perpendicular to the axis of rotation 11 of the second wave 6, a horizontal center line 39 and a vertical center line 40.
  • the vertical and the horizontal coord inate the contact point 34 of the actuating ⁇ elements 7 to the rotation axis 11 of the second shaft 6 is relatively d urch the produ ct of the distance 41 of the contact point 34 of the operating member 7 ittel Vietnamese of the M 1 1 of the second shaft 6 and the sine and corresponding to the cosine of an angle 42 (angle beta).
  • the angle beta 42 is the angle between the horizontal Mittell inie 39 and a Vietnamesesl inie Zvi ⁇ rule the contact point 34 of the operating member 7 and the rotation axis 11 of the second Wel le 6, wherein the connecting line is innerhal b of the cross ⁇ section angeord net.
  • the distance 36 is in the in Fig. Austechnologyu 2 shown ngsform about twice as g Ross as the distance 41.
  • the Ü ⁇ is Berset wetness relationship between the second shaft 6 and the crankshaft 2 in particular about 2.
  • ⁇ sondere is when in Fig. 1 and 2, the horizontal relative velocity between the point of contact 33 of the switching element 5 and the point of contact 34 of the actuating element is approximately zero, in particular independent of the value of the angle 38 and / or 42, d. H . regardless of the time of the first contact between the switching element 5 and the operating element 7 during a full crankshaft revolution.
  • FIG. 3 shows the actuating element 7 in its second actuating position, the actuating element (and therefore also the switching element) being displaced relative to the first actuating position of the actuating element 7 by a displacement path 57 in the direction of the arrow 51.
  • the switching element 5 is already switched from the second switching position to the first switching position, or is exactly in a state at the end of the switching operation from the second to the first position. In this state, the switching element 5 preferably does not contact the first contact surface 8.
  • the actuating element 7 touches the switching element 5 by means of the second contact surface 9 and pushes it in the direction of arrow 51.
  • the switching element 5 is in the in FIG. 3 in a position where it has the smallest distance to the actuating element 7.
  • a first contact between the touch point 33 of the switching element 5 and the touch point 34 of the operating transmission element 7 has taken place at a time which is earlier than the time shown in FIG. 3 state shown.
  • the time within a crankshaft revolution or a working cycle of the internal combustion engine in which a first contact between the switching element 5 and the actuation element 7 takes place depends in particular on the geometry of the switching element 5 and the actuating element 7 and the distance 52 between the first contact surface 8 and its second contact surface 9 from.
  • the in Fig. 3 shown actuator 7 has a first portion 53, which has the first contact surface 8 and a relative to the axis of rotation 11 of the second shaft 6 radial extent.
  • the first portion 53 of the actuating element 7 has a cross-sectional area 54 which increases in relation to the axis of rotation 11 of the second shaft 6.
  • the cross-sectional area is aligned parallel to the axis of rotation 11 of the second shaft 6.
  • the total cross-sectional area 54 viewed in the circumferential direction of the second shaft 6 may be constant.
  • the cross-sectional area 54 viewed in the circumferential direction of the second shaft 6 may have a changing shape.
  • the change may preferably be configured such that the cross-sectional area 54, viewed in the direction of rotation 14 of the second shaft 6, changes from a cross-sectional area which enlarges towards the axis of rotation 11 up to a cross-sectional area which narrows in relation to the axis of rotation 11.
  • the horizontal and vertical relative speeds between the switching element 5 and the actuating element 7 can be approximately zero at the first contact between the switching element 5 and the actuating element 7 for switching over, or a nearly bumpless switching of the switching element 5, was made possible.
  • the invent ung can alternatively rewrite d urch one of the specified below, feature groups further wherein the Merkmalsg 'groups bel Liebig are combined with each other and individual features of one feature ⁇ group with one or more features of one or more other feature groups and / or one or several of the embodiments described above can be combined.
  • Internal combustion engine 1 with a settable lable variable Verd weighting ratio, a crankshaft 2, at least one connecting rod 3, a Verstel lmechanismus 4 for adjusting the adjustable variable compression ratio, a switching element 5 for switching the Verstel lmechanismus 4, wherein the switching element 5 on the connecting rod.
  • Stel development corresponds to a second different from the first Verd ichtugs ratio.
  • Rotary axis of the second Wel le 6 citizenship R Clernde cross-sectional area 54 has. 3.
  • crankshaft 2 Position parallel to the axis of rotation 12 of the crankshaft 2 is displaceable.
  • Connecting-rod end eg connecting rod bearing cap on crankshaft connecting rod bearing

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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)
  • Transmission Devices (AREA)

Abstract

L'invention concerne un moteur à combustion interne (1) présentant un rapport de compression variable réglable, un vilebrequin (2), au moins une bielle (3), un mécanisme de réglage (4) servant à régler le rapport de compression variable réglable, un élément basculant (5) permettant de commander le mécanisme de réglage (4), l'élément basculant (5) étant disposé sur la bielle (3) ou sur le vilebrequin (2), et un deuxième arbre (6) tournant dans le sens inverse du vilebrequin (2). Un élément d'actionnement (7) destiné à faire basculer l'élément basculant (5), lequel présente au moins une première et une deuxième position de basculement, est disposé sur le deuxième arbre (6). Dans la première position de basculement, l'élément basculant (5) peut basculer d'une première position dans une deuxième position et dans la deuxième position de basculement, l'élément basculant (5) peut basculer de la deuxième position à la première position, l'élément d'actionnement (7) entre en contact avec l'élément basculant (5) lors du basculement de l'élément basculant et la première position correspond à un premier rapport de compression et la deuxième position correspond à un deuxième rapport de compression différent du premier rapport de compression.
PCT/EP2015/063713 2014-06-18 2015-06-18 Moteur à combustion interne à réglage permettant de réduire les secousses d'un rapport de compression variable WO2015193437A1 (fr)

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DE112015002886.2T DE112015002886A5 (de) 2014-06-18 2015-06-18 Verbrennungskraftmaschine mit stossreduzierender Verstellung eines variablen Verdichtungsverhältnisses

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DE102014008708.5 2014-06-18
DE102014008708 2014-06-18

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GB2538606A (en) * 2015-03-27 2016-11-23 Porsche Ag Internal combustion engine
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
AT519011B1 (de) * 2016-05-31 2018-03-15 Avl List Gmbh Hubkolbenmaschine
WO2019224485A1 (fr) 2018-05-25 2019-11-28 MCE 5 Development Vilebrequin pour un moteur a rapport volumetrique variable pilote
US10669930B2 (en) 2015-08-10 2020-06-02 Avl List Gmbh Reciprocating piston machine comprising a length adjustable connecting rod and an inductively actuatable control valve
US10738690B2 (en) 2016-07-06 2020-08-11 Avl List Gmbh Connecting rod having an adjustable connecting rod length with a mechanical actuating means
US10954849B2 (en) 2015-12-14 2021-03-23 Avl List Gmbh Length-adjustable connecting rod with electromagnetically-actuatable switching valve
US11066987B2 (en) 2017-02-24 2021-07-20 Avl List Gmbh Method for operating a reciprocating piston machine having at least one piston rod that is hydraulically adjustable in length

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Cited By (21)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2538606A (en) * 2015-03-27 2016-11-23 Porsche Ag Internal combustion engine
GB2538606B (en) * 2015-03-27 2019-05-29 Porsche Ag Internal combustion engine
US10669930B2 (en) 2015-08-10 2020-06-02 Avl List Gmbh Reciprocating piston machine comprising a length adjustable connecting rod and an inductively actuatable control valve
US10954849B2 (en) 2015-12-14 2021-03-23 Avl List Gmbh Length-adjustable connecting rod with electromagnetically-actuatable switching valve
US10876474B2 (en) 2016-05-31 2020-12-29 Avl List Gmbh Length-adjustable connecting rod, device for setting a compression ratio and internal combustion engine
AT519011B1 (de) * 2016-05-31 2018-03-15 Avl List Gmbh Hubkolbenmaschine
AT519011A4 (de) * 2016-05-31 2018-03-15 Avl List Gmbh Hubkolbenmaschine
US11199130B2 (en) 2016-05-31 2021-12-14 Avl List Gmbh Length-adjustable piston rod with a control device that can be hydraulically actuated and a switching valve that can be electromagnetically actuated, a reciprocating piston engine and a vehicle
US10738690B2 (en) 2016-07-06 2020-08-11 Avl List Gmbh Connecting rod having an adjustable connecting rod length with a mechanical actuating means
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
US11066987B2 (en) 2017-02-24 2021-07-20 Avl List Gmbh Method for operating a reciprocating piston machine having at least one piston rod that is hydraulically adjustable in length
DE102018120949A1 (de) 2017-09-06 2018-10-18 FEV Europe GmbH VCR-Hubkolbenmaschine
DE102017120528A1 (de) 2017-09-06 2017-10-19 FEV Europe GmbH VCR-Hubkolbenmaschine
DE102018124697A1 (de) 2017-10-12 2018-12-13 FEV Europe GmbH VCR-Hubkolbenmaschine
DE102017123726A1 (de) 2017-10-12 2017-11-23 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
WO2019224485A1 (fr) 2018-05-25 2019-11-28 MCE 5 Development Vilebrequin pour un moteur a rapport volumetrique variable pilote
US11156155B2 (en) 2018-05-25 2021-10-26 MCE 5 Development Crankshaft for a controlled variable compression ratio engine

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