WO2017097936A1 - Moteur à combustion interne - Google Patents

Moteur à combustion interne Download PDF

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Publication number
WO2017097936A1
WO2017097936A1 PCT/EP2016/080330 EP2016080330W WO2017097936A1 WO 2017097936 A1 WO2017097936 A1 WO 2017097936A1 EP 2016080330 W EP2016080330 W EP 2016080330W WO 2017097936 A1 WO2017097936 A1 WO 2017097936A1
Authority
WO
WIPO (PCT)
Prior art keywords
locking
connecting rod
eccentric sleeve
internal combustion
combustion engine
Prior art date
Application number
PCT/EP2016/080330
Other languages
German (de)
English (en)
Inventor
Volker Cornelius
Original Assignee
Volkswagen Aktiengesellschaft
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 Volkswagen Aktiengesellschaft filed Critical Volkswagen Aktiengesellschaft
Priority to EP16819016.3A priority Critical patent/EP3387235A1/fr
Publication of WO2017097936A1 publication Critical patent/WO2017097936A1/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
    • 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

Definitions

  • the invention relates to an internal combustion engine having a cylinder, a piston movably guided within the cylinder, a crankshaft and connecting the piston with a crank pin of the crankshaft connecting rod, wherein a crank pin rotatably receiving eccentric sleeve is rotatably mounted within a connecting rod of the connecting rod, in at least two Drehauscardien relative to the connecting rod by means of a locking device can be blocked, for which purpose a blocking element of the locking device in a locking recess of the connecting rod or the eccentric sleeve is movable.
  • Such an internal combustion engine allows operation with a variable
  • Compression ratio which sets as a result of a function of the Dre92 alignment of the eccentric sleeve resulting variable distance between the crank pin and the piston.
  • a generic internal combustion engine is known for example from DE 197 03 948 C1. Locking the eccentric sleeve in one of the Drehauscardien is achieved in this internal combustion engine by means of a in a through hole of the connecting rod along a movement axis, which is parallel to the axes of rotation of the eccentric sleeve, guided and acted upon by a spring element locking pin in one of two by 180 ° with respect the rotational axes of the eccentric sleeve engages staggered locking openings engages.
  • the locking openings are integrated into two annular disk-shaped edge sections of the eccentric sleeve that project beyond the opening formed by the large connecting rod eye.
  • Such an embodiment of a generic internal combustion engine requires an opening cross-section of the locking openings, which essentially corresponds to the cross section of the locking pin, for locking the eccentric sleeve in the intended rotational alignment with respect to the connecting rod as far as possible without play.
  • this can lead to the problem that a secure engagement of the locking pin in the respective locking opening when reaching one of the Drehauscardien is not guaranteed if the differential angular velocity between the eccentric sleeve and the connecting rod is relatively high, because then, for reasons of inertia, the locking pin can not be accelerated sufficiently fast by means of the spring load and thus can be moved into the corresponding locking opening.
  • DE 197 03 948 C1 discloses that a device can be provided which brakes a relative rotation between the eccentric sleeve and the connecting rod in the areas in which the engagement between the locking pin and one of the locking openings. It can be assumed that the described problem is avoided by means of this braking device and, as a result of the reduced differential angular velocity, a secure engagement of the heavy bolt in one of the locking openings is to be ensured.
  • a disadvantage of such a braking device is the associated relatively large design effort.
  • a generic internal combustion engine is furthermore known from EP 0 438 121 B1.
  • the present invention seeks to provide a way in a generic internal combustion engine a safe
  • an internal combustion engine comprising at least one cylinder, a piston movably guided within the cylinder, a crankshaft and connecting the piston with a crank pin of the crankshaft connecting rod, within a connecting rod of the connecting rod a crank pin rotatably receiving eccentric sleeve in turn is rotatably mounted, which in at least two Drehauscardien with respect to the connecting rod by means of a locking device (as required) can be locked, including a blocking element of the locking device in a locking recess of the connecting rod or the eccentric sleeve is movable, according to the invention provided that the locking recess with respect to an orbit of the locking element, on this rotates relative to the locking recess forming component in a relative rotation between the eccentric sleeve and the connecting rod, a (preferably at least 50%, more preferably at least 100%) has a larger dimension than the part of the blocking element intended for engagement in the blocking recess.
  • Such relative to the orbit of the locking element relatively large locking recess can ensure a secure engagement of the locking element even at large differential angular velocities between the locking element and the blocking recess forming component, because the blocking element not only in a concrete, defined by an angular value
  • blocking recess is intended to encompass passage openings into which the blocking element or at least a part thereof can engage to form a form-locking lock.
  • a return blocking element may further be provided, which can engage with the blocking element in the locking recess and thereby a portion of the locking recess, in which the locking element after the intervention in the
  • Barrier recess is not arranged, can fill out. It can also be provided that the locking element and the return locking element, if both engage in the locking recess, not fill the locking recess completely, because between these a distance is formed.
  • the blocking element then prevents a relative rotation of the eccentric sleeve to the connecting rod in one of the directions of rotation by abutment at one end (with respect to the extension along the orbit) of the locking recess and the backstop a relative rotation in the other direction of rotation by a stop on the
  • this particular beveled on the blocking element facing side is formed such that this due to a contact (due to rotation of the eccentric sleeve relative to the connecting rod) with the edge of the locking recess from the locking recess is moved out, this moving out further preferably leads to an (increasing) bias of a spring element.
  • Spring element can then ensure a re-engagement of the return locking element in the / a locking recess, if this is again or another locking recess positioned as a result of rotation of the eccentric sleeve corresponding to the backstop element.
  • a first locking element of the locking device by means of which the eccentric sleeve in a first Dregehraum with respect to the connecting rod is lockable
  • a second locking element of the locking device by means of which the eccentric sleeve in a second Wheelauscardi with respect to the connecting rod is lockable
  • Actuator can preferably be designed such that it is pivotable about a pivot pin, which is part of a screw, with the two connecting rod eye forming parts of the connecting rod are connected. The actuator would then be part of the connecting rod and would be moved during operation of the internal combustion engine with this.
  • a screw with a two-piece in a known manner connecting rod eye is held together, as a rotary bearing element for the actuating element, a
  • the actuating element in two preferably actuating end positions (in which the actuating element is positioned when one of the locking element engages in the associated locking recess) by means of a latching fuse position secure is.
  • This safety catch is preferably designed such that it by an active action with the aim of switching the
  • Actuator is solvable by only a force, but this forces are required, which in a normal operation of the internal combustion engine is not in the
  • actuation of the actuating element can preferably be effected by means of an actuating rail.
  • actuating rail is understood to mean a guide element which is positioned in such a way that the actuating element is moved at least in sections along the crankshaft during each revolution, this being used to actuate the crankshaft
  • Actuator is movable from a first position to a second position. After such movement of the operating rail performs a subsequent
  • the operating rail can for this purpose preferably on a
  • housing of the internal combustion engine to be fixed or not moved at least as a result of a different type of attachment with the crankshaft or the connecting rod, so that there is no increase of moving masses for the operation of the internal combustion engine by the operating rail.
  • the operating rail is pivotally attached to a particular housing of the internal combustion engine, because characterized compared to a likewise possible embodiment with a slidably attached to particular the housing operating rail a simplified operation by means of one of the operating rail associated (for example, hydraulic,
  • pneumatic, electromotive or electromagnetic actuator can be enabled.
  • the actuating rail forms a both sides arcuately tapered (i.e., narrowing) guide groove for the actuating element.
  • the arcuate shape may preferably be formed such that the direction of movement of the actuating element, as long as it is moved by the guide, is aligned as tangent as possible.
  • the safety catch which is preferably provided in the case of the internal combustion engine according to the invention, is designed for the actuating element such that the actuating element does not contact the actuating rail in the actuating end positions. Friction losses due to cyclical grinding of the actuator along the guide rail when the actuator in one of its
  • Operating end positions is located (which can always be the case when no switching of the compression of the internal combustion engine takes place, and thus during most of the operating time of the internal combustion engine), can be avoided, which is not only can positively affect the wear of the actuator and the operating rail but also on the acoustic behavior of the internal combustion engine.
  • Locking element is held by means of the actuating element in a release position, while the first locking element by means of a supported between the locking elements
  • the eccentric sleeve relative to the connecting rod the first locking element is held by means of the actuating element in a release position, while the second locking element is acted upon by the spring element in a locking position.
  • an internal combustion engine may still be provided a coupling device by means of which the eccentric sleeve is temporarily coupled to the crankshaft to rotate the eccentric sleeve relative to the connecting rod.
  • the coupling device may preferably be designed to be non-positively acting (particularly preferably exclusively). This can in particular simplify the structural design of the coupling device and a sudden take away the Eccentric sleeve through the crankshaft, as could be the case with a likewise conceivable positive-acting coupling device, can be avoided. This aspect can, in particular because of in an operation of an inventive
  • Components are thus to be understood that they are present at least once and may be present more than once.
  • FIG. 1 shows a partial perspective cross section through the relevant components of an internal combustion engine according to the invention in a first embodiment
  • Fig. 2 in isolation, the for a change in the compression of
  • FIG. 3 shows the components according to FIG. 2 in a further perspective view
  • Fig. 4 the components according to FIGS. 2 and 3 (but without operating rail of
  • FIG. 5 shows the components according to FIG. 4 in a further perspective view
  • FIGS. 4 and 5 shows the components according to FIGS. 4 and 5 in a further perspective view
  • FIG. 7 shows in a detail a view from below of the components according to FIGS. 4 to 6 with an actuating element of the internal combustion engine in a first position; 8 shows a radial section through a section of a crankshaft, a connecting rod, an eccentric sleeve, an adjusting and a locking device and two
  • Clutch devices of the internal combustion engine wherein a first locking element of the locking device in a locking position and a second locking element of
  • Locking device is in a release position
  • FIG. 9 shows a view according to FIG. 7 with the actuating element in a second position
  • FIG. 10 shows a view according to FIG. 8, but with the first blocking element now in a release position and the second blocking element in an intermediate position;
  • Fig. 1 1 a view according to FIG 10, but now with the second locking element is in a locked position.
  • FIG. 12 shows a cross section through the components according to FIGS. 7 to 11;
  • Fig. 13 in isolated representation, the actuating element of the internal combustion engine in one
  • FIG. 14 shows a partial perspective cross section through the relevant components of an internal combustion engine according to the invention in a second embodiment
  • FIG. 15 shows the crank mechanism of the internal combustion engine according to FIG. 14 in a side view
  • FIG. 16 shows the detail marked XVI in FIG. 15 in enlarged and partially cutaway view
  • Fig. 17 in isolation, the for a change in the compression ratio
  • FIG. 18 shows the components according to FIG. 17 in a further perspective view.
  • FIG. 1 to 13 show an internal combustion engine according to the invention, which is designed for example as a gasoline or diesel engine, in a first embodiment.
  • This includes, according to FIG. 1, a cylinder crankcase 10, within which one or more cylinders 12 are formed.
  • a cylinder crankcase 10 within which one or more cylinders 12 are formed.
  • an unillustrated cylinder head connects to it, while the lower end of the
  • Cylinder crankcase 10 is provided for connection to an oil pan, also not shown.
  • Crankshaft space 16 would then be formed substantially fully closed.
  • a piston 18 is movably mounted axially (with respect to a longitudinal axis 20 of the cylinder 12 and the piston 18).
  • a pressure increase within the combustion chamber as a result of the combustion leads in a known manner to a downward movement of the piston 18, which is translated by means of a connecting rod 22 into a rotational movement of the crankshaft 14 rotatably mounted within the cylinder crankcase 10.
  • the upper end of the connecting rod 22 is pivotally mounted on the piston 18, for which purpose the connecting rod 22 forms a first, so-called small connecting rod eye 38 (see Fig. 15) which rotatably receives a piston pin 24 of the piston 18. Furthermore, the lower end of the connecting rod 22 with a there also formed, so-called large connecting rod eye 26 (see.
  • crank pin 30 arranged decentrally with respect to an axis of rotation 28 of the crankshaft 14 (cf., in particular, Fig. 15), so that the compressive forces acting on the piston crown, which are transmitted to the crank pin 30 via the connecting rod 22, generate a torque about the axis of rotation 28 of the crankshaft 14.
  • crankshaft 14 comprises cylindrical bearing sections 32 which are arranged coaxially with respect to the axis of rotation 28 of the crankshaft 14 and, on the one hand, the connection of adjacent crankpins 30 (in a multi-cylinder internal combustion engine) with one another and, on the other hand, at least partially serve the rotatable mounting of the crankshaft 14 within the cylinder crankcase 10.
  • crank webs 34 which connect the crank pin 30 with the bearing portions 32, and the other the crank webs 34 with respect to the Form rotational axis 28 radially opposite balancing masses 36, whereby free mass forces and
  • the / the crank pin 30 with interposition (respectively ) an eccentric sleeve 40 within the / the large Pleuelauges / connecting rod 26 to store.
  • the (each) eccentric sleeve 40 comprises a tubular support portion 42, the cylindrical inner surface of which serves as a sliding surface for the rotational support of the crankpin 30 received therein and the cylindrical surface thereof
  • Outer surface serves as a sliding surface for the rotary bearing of the eccentric sleeve 40 within the large connecting rod 26 of the associated connecting rod 22.
  • the inner and the outer surface of the bearing portion 42 are not coaxial but radially offset by a defined distance from each other, whereby the distance between the pivot or rotation axis 44 of the small connecting rod to the axis of rotation 46 of the cylindrical inner surface of the eccentric sleeve and thus the distance between the piston 18 and the associated crank pin 30 in response to the Drehauscardi the eccentric sleeve 40 within the large connecting rod 26 changes.
  • Eccentric sleeve 40 in each case a limiting portion 48 via which is each formed by an annular disc which extends radially outwardly from the bearing portion 42 and thereby a mobility of the eccentric sleeve 40 within the large connecting rod 26 in the axial direction with respect to the longitudinal axis 50 of the large connecting rod eye 26 limited.
  • the rotatability of the eccentric sleeve 40 can be blocked within the large connecting rod eye 26 of the connecting rod 22 in two defined Drehauscardien, wherein provided in the present embodiment, the two Drehauscardien the smallest and the largest distance between the piston 18 and the associated crank pin 30 correspond.
  • the blocking device 52 comprises two mutually coaxially aligned blocking elements 56 which are displaceably arranged within a cylindrical receiving opening 54 of the connecting rod 22.
  • the receiving opening 54 is at the outermost end (forming the large connecting-rod eye 26). End of the connecting rod 22 and thus positioned in extension of a connecting rod shaft 58 of the connecting rod 22.
  • the longitudinal axis 60 of the connecting rod 22 passes through the receiving opening 54 and in particular also crosses the longitudinal axis of the receiving opening 54.
  • a biased spring element 62 is arranged in the form of a cylindrical coil spring, the 56 and the two locking elements away from each other in the direction of the associated end of the receiving opening 54 and in the direction of the adjoining boundary portion 48 of the eccentric sleeve 40th
  • the axial mobility of the locking elements 56 within the receiving opening 54 is variably limited in dependence on the position of an actuating element 64.
  • a driving projection 66 of the actuating element 64 shown in isolation in FIG. 13 engages in a (with respect to the longitudinal axis of the receiving opening 54 or the
  • Receiving opening 54 limited and this on the other for a change of the
  • Compression ratio in which the internal combustion engine can be operated can be moved by switching the operating member 64 between two actuation end positions within the receiving opening 54.
  • FIGS. 7 and 8 show the actuating element 64 in a first embodiment
  • FIGS. 9 and 11 show the actuating element 64 in the second actuation end position, in which the second of the locking elements 56, which is shown on the left in FIGS.
  • the wall thickness of the corresponding portion of the bearing portion 42 of the eccentric sleeve 40 is greater than in the Drehauscardi according to FIG. 1 1, whereby the distance between the crank pin 30 and the piston 22 in the
  • Fig. 10 shows the positions of the locking elements 56 after switching the
  • Actuator 64 of the u.a. in Fig. 7 illustrated first Betschistsend ein in the u.a. in Fig. 9 illustrated second Betreliistsend ein, but even before the eccentric sleeve 40 has been rotated from the Drehauscardi according to FIG. 8 in the Drehauscardi according to FIG. 1 1.
  • Fig. 10 it is shown that the first blocking element 56 shown on the right is in a release position in which this out of engagement with the
  • the second locking element 56 shown on the left is given the opportunity to move further in the direction of the corresponding end of the receiving opening 64, this movement being supported by the bias of the locking elements 56 supported by the movement of the first locking element 56 in the direction of the longitudinal axial Center of the receiving opening 64 further biased spring element 62 is effected.
  • the eccentric sleeve 40 is not yet in the illustrated in Fig. 1 1 second
  • Locking element 56 moves into the associated release position and the first locking element 56 is released, which in turn can engage in the associated locking recess 70 as soon as the eccentric sleeve has been rotated again by about 180 ° within the large connecting rod eye 26.
  • the connecting rod 22 comprises two parts screwed together, one the small connecting rod 38, the connecting rod shaft 58 and a half of the large connecting rod eye 26 forming
  • This bipartite of the connecting rod 22 in the region of the large connecting rod 26 allows the connection of the connecting rod 22 with the corresponding bearing pin 30 of the one-piece crankshaft 14 during assembly the internal combustion engine.
  • Connecting rod cover 76 is perpendicular to the longitudinal axis 60 of the connecting rod 22nd
  • the axis of rotation 50 of the eccentric sleeve 40 extends within the large connecting rod 26 within this parting plane, resulting in a radial orientation of this parting plane with respect to the large connecting rod 26.
  • the screw of one of the screw connections 78 between the connecting rod main body 74 and the connecting rod cover 76 is used as a pivot pin for the actuating element 64.
  • Cylinder crankcase 10 attached actuating rail 90, as shown in FIGS. 1 to 3.
  • the actuating rail 90 in Fig. 1 in the manner of a
  • Guide member 92 is disposed in the position corresponding to the bottom dead center of the piston 18 and at least over a defined angular range before reaching this position within a formed of two side walls of the operating rail guide groove 94.
  • the width of the guide groove 94 assumes thereby starting from an inlet, i. the end at which the guide member 92 of the actuating element 64 enters the guide groove 94 in the context of each revolution of the crankshaft 14, continuously from.
  • Guide element 92 to the groove bottom 96 of the guide groove 94 of the actuating rail 90 complies, remains substantially the same over the course of the movement of the guide member 92 within the guide groove 94. It is preferably provided that the
  • the guide element 92 of the actuating element 64 will be in contact with one of the inside walls formed by the side walls of the actuating rail 90 during each revolution of the crankshaft 14
  • the guide element 92 at least at the end of the guide groove 94 substantially exactly centered between the two Sidewalls is guided. If, however, starting from such a starting position, the actuating rail 90 is pivoted by means of a not shown, driven by a likewise not shown engine control of the engine actuator in the corresponding other functional position, the guide member 92 of the contacted
  • Actuator 64 the next entering the guide groove 94 through the
  • Pivoting movement of the actuating element 64 is only so great that the detent ball 84 of the safety catch 80 is moved over the web 88 formed between the two detent recesses 86. The last, relatively small section of the pivoting movement of the
  • Actuator 64 in its then intended Betjansend ein is achieved by the engagement of the detent ball 84 in the corresponding detent recess 88.
  • the guide element 92 of the actuating element 64 is still far away from the guide surface 98 of the actuating rail 90 effecting the switchover and thus there is no contact with this or both sidewalls of the actuating rail 90 in the subsequent operation of the internal combustion engine.
  • the guide surfaces 98 of the operating rail 920 are formed curved such that the guide member 92 of the actuating element 64 after switching the
  • Actuating rail 90 runs in the tangential direction on the corresponding guide surface 98, whereby a switching of the actuating element 64 can be achieved with a uniformly increasing as possible force curve. This can have an advantageous effect on the life of the components involved and on the acoustic behavior of the internal combustion engine.
  • Actuator 64 by means of the actuating rail 90 of one of
  • the internal combustion engine according to the invention comprises two non-positively acting
  • Coupling devices 100 by means of which the eccentric sleeve 40 is temporarily coupled to the crankshaft 14 in order to rotate the eccentric sleeve 40 relative to the connecting rod 22 and the large connecting rod eye 26.
  • Each of the coupling devices 100 includes a sickle-shaped or partially annular coupling element 102, which on the
  • Coupling member 102 rotatably in the associated limiting portion 48 of
  • Eccentric sleeve 40 is fixed and the coupling element extends, starting from this pivot bearing in the direction of rotation 106 of the eccentric sleeve, these in the operation of the
  • Coupling gap 104 in the radial direction to the outside which by a corresponding inclination of serving as a clutch surfaces (the eccentric sleeve 40 facing) inner sides of the crank webs 34 by an angle of approximately 3 ° relative to an orientation perpendicular to the axis of rotation 50 of the eccentric sleeve 40th is achieved within the large Pleuelauges 26 or the rotation axis 46 of the crank pin 30 within the eccentric sleeve 40.
  • the cross section of each of the coupling elements 102 is correspondingly tapered or wedge-shaped, so that a parallel alignment of the
  • Coupling surfaces of the coupling elements 102 to the coupling surfaces formed by the crank cheeks 34 results.
  • the coupling elements 102 of both coupling devices 100 are each acted upon by a prestressed spring element 108 in the direction radially outward and thus in the narrowing coupling gap 104 inside.
  • Clutch devices 100 achieved in the respective closed state.
  • the coupling devices 100 are opened by the Coupling elements 102 are pivoted by a respective contact with a stop element 1 10 so far under further bias of the respective spring element 108 in that the least possible adhesion between at least the coupling surfaces of the crank webs 34 and the adjacent coupling surfaces of the coupling elements 102 is given.
  • that coupling element 102 which is on the one
  • associated locking element 56 engages in the locking recess 70, is deflected by means of an associated stop element 1 10 of the actuating element 64 inwardly, while a deflection of the respective other coupling element 102 by means of a passive, immovable stop element 1 10 takes place.
  • Locking element 56 as already described with reference to Figures 10 and 1 1, in the locking recess 70 of the associated boundary portion 48 of the eccentric sleeve 40 and the
  • Coupling elements 102 of both coupling devices 100 then run on the
  • Actuator 64 disengaged second stop element 1 10 of the actuator 64 and on the other hand on the eccentric sleeve 40 on both sides superior passive stop element 1 10, which in turn under renewed bias of
  • each of the locking recesses 70 with respect to an orbit of the associated locking element 56 has a larger dimension than that provided for engagement in the locking recess 70 part of the locking member 56.
  • the locking recesses 70 are as
  • the blocking elements 56 can thus engage not only in a concrete Drehreraum but in a larger angular range in the associated locking recesses 70, so that this despite relatively high differential angular velocities and despite the inertia with which the locking elements 56 due to the spring load in the direction of
  • Locking elements 56 in principle to a (limited) rotational mobility between the eccentric sleeve 40 and the large connecting rod eye 26. To eliminate this rotational mobility or at least reduce as much as possible each blocking element 56 is still attached to the connecting rod 22 and concretely the connecting rod cover 76, passive backlash element. 1 12, which, when the associated blocking element 56 at the respect to the
  • a spring element 1 14 are deflected.
  • the two return locking elements 1 12 in the connecting rod 22 are each attached to a free end of a leg of the formed in the form of a U-shaped leaf spring spring element 1 14 and the spring element 1 14 in the region of its arcuate portion in which it is not deflected, is attached to the actuator 64.
  • connecting rod 22 in the region of the large connecting rod eye 26 and the eccentric sleeve 40 is formed of two parts or half shells, wherein the dividing plane 1 16 between these parts is preferably arranged such that the axis of rotation 46 of the
  • Eccentric sleeve 40 within the large Pleuelauges 26 within this parting plane 1 16 extends.
  • bearing openings and in particular the longitudinal axes thereof, which serve the pivotal mounting of the coupling elements 102 in the associated Begrenzungsabêten 48 of the eccentric sleeve 40, 16 are also arranged in this parting plane. The same applies to radially with respect to one of the axes of rotation 46, 50 of the eccentric sleeve aligned
  • a separate connection of the two parts of the eccentric sleeve 40 is not required because they are held together due to the arrangement within the large connecting rod eye 26.
  • FIGS. 14 to 17 second embodiment of an internal combustion engine according to the invention differs from the first embodiment shown in FIGS. 1 to 13 essentially only in terms of the design of the coupling devices 100 and actively releasable for releasing the coupling devices 100 Einsteilvorraum.
  • two positively acting coupling devices 100 are provided, each having a coupling element 102 which is resiliently acted upon in a closing the respective coupling device 100 and thus the eccentric sleeve 40 to a rotational movement of the crankshaft 14 coupling position. While in the embodiment according to FIGS. 1 to 13 coupling elements 102 are provided, which are acted upon by means of separate prestressed spring elements 108, the coupling elements 102 formed in the embodiment according to FIGS. 14 to 17 itself elastically deflectable.
  • each of the helical spring-shaped coupling elements 102 is angled and supported with this angled portion edge on the associated boundary portion 48 of the eccentric sleeve 40 from.
  • the geometry of the spiral spring-shaped coupling elements 102 is selected such that they are elastically widened at a concern with the angled ends at the edges of the limiting sections 48 and thus biased, which leads to an endeavor of the coupling elements 102 to curl narrower or to a smaller diameter , This leads to a constructive elastic loading of the coupling elements 102, because they thereby automatically pull into the coupling gaps 104 (see FIG 34 cause, unless they are radially expanded by a stop against stop elements 1 10 and thus the frictional connection between the coupling elements 102 and the coupling surfaces of the crank webs 34 and the eccentric sleeve 40 is repealed.
  • Eccentric sleeve 40 which are lockable by means of the locking device 52, one acts on one of the coupling elements 102, while at the same time the other coupling element 102 is radially expanded by contact with a passive stop element 1 10 (see Fig. 18), not by the actuating element 64th but are formed by the respective blocking element 56.
  • a passive stop element 1 10 see Fig. 18
  • the corresponding blocking element 56 which also engages in the associated locking recess 70 of the eccentric sleeve 40, as far as the
  • Coupling devices 100 open and a frictional connection between the coupling sleeve 102 positively connected to the eccentric sleeve 40 and the crank webs 34 of the crankshaft 14 is substantially interrupted.
  • the actuating element 64 is switched over by means of the actuating rail 90 in accordance with the procedure in the internal combustion engine according to FIGS. 1 to 13, again the locking element 56 located in a locking position moved to a release position.
  • this blocking element 56 no longer widened coupling element 102 then causes first alone a driving the eccentric sleeve 40 through the crankshaft 14, whereby in a first, relatively small portion of the rotation of the eccentric sleeve 40 relative to the large connecting rod eye 26 and the second coupling element 102 except Engagement with the passive stop element 1 10 is brought.
  • This second coupling element 102 then also couples the eccentric sleeve 40 frictionally to the associated crank cheek 34 of the crankshaft 14.
  • the second locking elements 56 engaging in the associated locking recess 70 upon reaching the other rotational orientation of the eccentric sleeve 40 then expands the associated coupling element 102 radially, while the other coupling element 102 is radially expanded by the associated passive stop element 1 10, so that in turn both

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

Abstract

Moteur à combustion interne comprenant un cylindre (12), un piston (18) coulissant dans le cylindre (12), un vilebrequin (14) et une bielle (22) reliant le piston (18) à un maneton (30) du vilebrequin (14). Une douille excentrique (40) dans laquelle le maneton (30) est inséré mobile en rotation, est montée mobile en rotation dans un palier (26) de la bielle (22), et peut être verrouillée selon les besoins dans au moins deux positions angulaires par rapport à la bielle (22), au moyen d'un dispositif de verrouillage (52). À cette fin un élément de verrouillage (56) du dispositif de verrouillage (52) peut être introduit dans une encoche de verrouillage (70) de la bielle (22) ou de la douille excentrique (40). Selon l'invention, l'encoche de verrouillage (70) présente une dimension plus grande que la partie de l'élément de verrouillage (56) prévue pour s'insérer dans l'encoche de verrouillage (70), par référence à l'orbite de l'élément de verrouillage (56) décrite par ce dernier relativement à l'élément formant l'encoche de verrouillage, lors d'une rotation relative entre la douille excentrique (40) et de la bielle (20). Une encoche de verrouillage (70) relativement grande permet un engagement sûr de l'élément de verrouillage (56) même à des vitesses angulaires relatives élevées entre l'élément de verrouillage (56) et la pièce formant l'encoche de verrouillage (70), du fait que l'élément de verrouillage (56) peut être introduit dans l'encoche de verrouillage (70) non pas dans une seule position angulaire concrète, définie par une valeur angulaire donnée entre la douille excentrique (40) et la bielle (22), mais dans une plage angulaire plus grande, de sorte que même lors de vitesses angulaires différentielles relativement élevées, l'intervalle de temps disponible pour introduire l'élément de verrouillage (56) dans l'encoche de verrouillage (70) est suffisant.
PCT/EP2016/080330 2015-12-10 2016-12-08 Moteur à combustion interne WO2017097936A1 (fr)

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EP16819016.3A EP3387235A1 (fr) 2015-12-10 2016-12-08 Moteur à combustion interne

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DE102015224907.7A DE102015224907A1 (de) 2015-12-10 2015-12-10 Brennkraftmaschine
DE102015224907.7 2015-12-10

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WO2017097936A1 true WO2017097936A1 (fr) 2017-06-15

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EP0438121B1 (fr) 1990-01-17 1995-04-05 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Dispositif pour varier le taux de compression pour moteur à combustion interne
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EP1205652A1 (fr) * 2000-11-14 2002-05-15 Ford Global Technologies, Inc., A subsidiary of Ford Motor Company Variation de taux de compression avec deux soupapes commandées hydrauliquement dans le vilebrequin
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DE10218744A1 (de) * 2002-04-26 2003-11-13 Bayerische Motoren Werke Ag Vorrichtung zur Veränderung eines Verdichtungsverhältnisses einer Hubkolben-Brennkraftmaschine
DE10230428A1 (de) * 2002-07-06 2004-01-15 Bayerische Motoren Werke Ag Exzenter-Verstellvorrichtung für einen Kurbeltrieb
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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4687348A (en) * 1985-06-20 1987-08-18 Toyota Jidosha Kabushiki Kaisha Device for locking/unlocking rotation of an eccentric bearing used in a compression ratio changing mechanism of an internal combustion engine
EP0438121B1 (fr) 1990-01-17 1995-04-05 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Dispositif pour varier le taux de compression pour moteur à combustion interne
JPH05340277A (ja) * 1992-06-05 1993-12-21 Mitsubishi Motors Corp 内燃機関の可変圧縮比装置の緩衝機構
US5562068A (en) * 1994-07-13 1996-10-08 Honda Giken Kogyo Kabushiki Kaisha Compression ratio changing device in internal combustion engine
DE19703948C1 (de) 1997-02-03 1998-06-18 Meta Motoren Energietech Vorrichtung zur Veränderung der Verdichtung einer Hubkolbenbrennkraftmaschine
JPH11294210A (ja) * 1998-04-15 1999-10-26 Toyota Motor Corp 可変圧縮比エンジン
EP1205652A1 (fr) * 2000-11-14 2002-05-15 Ford Global Technologies, Inc., A subsidiary of Ford Motor Company Variation de taux de compression avec deux soupapes commandées hydrauliquement dans le vilebrequin
DE10218740A1 (de) * 2002-04-26 2003-11-13 Bayerische Motoren Werke Ag Vorrichtung zur Veränderung eines Verdichtungsverhältnisses einer Hubkolben-Brennkraftmaschine
DE102004053225A1 (de) * 2004-11-04 2006-05-11 Daimlerchrysler Ag Hubkolbenmaschine

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