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
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
  • F16C7/00—Connecting-rods or like links pivoted at both ends; Construction of connecting-rod heads
  • F16C7/06—Adjustable connecting-rods

Definitions

• the present invention relates to a length-adjustable connecting rod for an internal combustion engine, having a first connecting rod, a second connecting rod part and at least one cylinder-piston unit for adjusting the first connecting rod relative to the second connecting rod, wherein the cylinder-piston unit comprises a housing, a Cylinder bore, a piston arranged longitudinally movably adjusting and at least one provided in the cylinder bore pressure chamber comprises. Furthermore, the invention relates to an internal combustion engine with such a length-adjustable connecting rod and the use of such a cylinder-piston unit for a length-adjustable connecting rod of an internal combustion engine.
• the compression ratio can not be increased arbitrarily, since too high a compression ratio leads to an unintentional spontaneous combustion of the combustion mixture due to pressure and temperature increase.
• This early combustion not only leads to a troubled run and the so-called knocking in gasoline engines, but can also lead to component damage to the engine.
• the risk of spontaneous combustion is lower, which, in addition to the influence of ambient temperature and pressure, also depends on the operating point of the engine. Accordingly, a higher compression ratio is possible in the partial load range. In the development of modern internal combustion engines, there are therefore efforts to adjust the compression ratio to the respective operating point of the engine.
• VCR variable compression ratio
• EP 1 426 584 A1 A discontinuous adjustment of the compression ratio for an internal combustion engine is shown in EP 1 426 584 A1, in which an eccentric connected to the piston pin makes it possible to adjust the compression ratio.
• DE 10 2005 055 199 A1 likewise discloses the mode of operation of a length-variable connecting rod with which different compression ratios are made possible. The realization is also done here via an eccentric in the small connecting rod, which is fixed in position by two hydraulic cylinders with variable resistance.
• WO 2013/092364 A1 describes a length-adjustable connecting rod for an internal combustion engine with two telescopically movable rod parts, wherein a rod part forms a cylinder and the second rod part forms a longitudinally displaceable piston element. Between the adjusting piston of the first rod part and the cylinder of the second rod part, a high-pressure space is formed, which is supplied via a hydraulic adjusting mechanism with an oil passage and an oil pressure-dependent valve with engine oil.
• WO 2015/055582 A2 A similar length-adjustable connecting rod for an internal combustion engine with telescopically displaceable rod parts is shown in WO 2015/055582 A2.
• the compression ratio in the internal combustion engine should be adjusted by the connecting rod length.
• the connecting rod length affects the compression volume in the combustion chamber, wherein the stroke volume is determined by the position of the crankshaft journal and the cylinder bore.
• a short connecting rod therefore leads to a lower compression ratio than a long connecting rod with otherwise identical geometrical dimensions, eg piston, cylinder head, crankshaft, valve control, etc.
• the connecting rod length is hydraulically varied between two positions. In this case, the entire connecting rod is made of several parts, wherein the change in length is effected by a telescopic mechanism, which by means of a double-acting Hydraulikzylin- ders is adjustable.
• the small connecting rod eye is connected to a piston rod (telescopic rod part).
• the associated adjusting piston is axially displaceably guided in a cylinder which is arranged in the connecting rod part with the large connecting rod eye, usually for receiving the crankshaft journal.
• the adjusting piston separates the cylinder into two pressure chambers, an upper and a lower pressure chamber. These two pressure chambers are supplied with engine oil via a hydraulic adjusting mechanism, whereby the supply of engine oil takes place via the lubrication of the connecting rod bearing.
• an oil passage from the crankshaft journal over the connecting rod bearing to the connecting rod and there via the check valves of the adjusting mechanism in the pressure chambers is required.
• the connecting rod is in the long position, there is no engine oil in the upper pressure chamber.
• the lower pressure chamber is completely filled with engine oil.
• the connecting rod is loaded alternately due to the gas and inertial forces on train and pressure.
• a tensile force is absorbed by the mechanical contact with an upper stop of the adjusting piston.
• the connecting rod length does not change as a result.
• An applied compressive force is transmitted via the piston surface to the oil-filled lower pressure chamber. Since the check valve of this chamber prevents the oil return, the oil pressure rises, whereby in the lower pressure chamber very high dynamic pressures of well over 1, 000 bar can arise.
• the connecting rod length does not change.
• the connecting rod is hydraulically locked in this direction by the system pressure.
• the lower pressure chamber is empty, the upper pressure chamber is filled with engine oil.
• a tensile force causes a pressure increase in the upper pressure chamber.
• a compressive force is absorbed by a mechanical stop.
• the connecting rod length can be adjusted in two stages by emptying one of the two pressure chambers.
• one of the two non-return valves in the inlet is bridged by the adjusting mechanism or an associated return channel is opened. Due to these return passages, engine oil can flow into the crankcase independently of the pressure difference between the pressure chamber and the supply device. The respective check valve loses its effect accordingly.
• the two return channels are opened and closed by a control valve, always exactly one return channel open, the other is closed.
• the actuator for switching the two return channels is controlled here, for example, hydraulically by the supply pressure.
• the space for such a connecting rod is limited both axially and radially. In the crankshaft direction of the space is limited by the bearing width and the distance of the counterweights. In the axial direction is anyway only the space between the small connecting rod for the storage of the piston pin and the large bearing eye for the storage of the crankshaft journal and a possible Verstellhub the connecting rod available.
• the hydraulic connection of the motor oil supply further remote pressure chamber, usually lying in the direction of the small bearing eye upper pressure chamber, in a conventional embodiment of a length-adjustable connecting rod by means of a drilled oil passage in the housing of the cylinder-piston unit.
• This not only leads to a complex design of the connecting rod with a correspondingly increased wall thickness, but also to local stress concentrations by the notch effect of depressions, grooves, holes and cross holes.
• the problem of the notch effect of hydraulic supply channels for the engine oil is further increased by the high system pressure in the cylinder-piston unit and the particle load of the engine oil.
• the present invention is therefore an object of the invention to provide a length-adjustable connecting rod with a cylinder-piston unit, which allows a safe and easy oil supply to the pressure chambers of the cylinder-piston unit.
• the longitudinally movably arranged adjusting piston further forms a second pressure chamber for receiving engine oil and limited on one side, wherein a cylinder sleeve is provided, which is arranged in a housing bore in the housing of the cylinder-piston unit and forms the cylinder bore, wherein along the cylinder sleeve extends at least one oil supply passage to supply the second pressure chamber with engine oil.
• the adjusting piston and the cylinder bore of the cylinder-piston unit are rotationally symmetrical, but not limited to such a geometric shape.
• a length-adjustable connecting rod according to the present invention also includes oval, polygonal or other cross-sectional shapes of the adjusting piston and the cylinder bore of the cylinder-piston unit.
• the cylinder sleeve has at least one Ol
• the outer surface which is bounded by a bore wall of the housing bore and forms an at least partially closed oil supply channel with the bore wall.
• snut through a bore wall of the housing bore is a structurally simple solution for forming a closed ⁇ lzu meltals. This results in the formation of the oil supply channel with appropriate structural dimensions of the housing bore and the cylinder sleeve in the final assembly of the cylinder-piston unit By itself.
• At least two, preferably at least three ⁇ lzuGermankanäle are provided on the outer surface of the cylinder sleeve.
• the plurality of ⁇ l exitsnuten is arranged uniformly on the circumference of the cylinder sleeve.
• the at least one oil supply channel has an oil opening at the distal end, which extends through the cylinder sleeve into the second pressure chamber.
• An oil port such as a bore in the oil port groove, at the distal end of the oil supply port, i.
• a simple inflow of the engine oil into the second pressure chamber and optionally also a corresponding drainage of the engine oil via the at least one oil feed channel on the outer surface of the cylinder sleeve is usually, an oil opening is provided for each oil feed channel, but a plurality of small oil openings may be provided instead of a large oil opening.
• a further embodiment provides that the cylinder sleeve is connected in a fluid-tight manner to a housing bottom assigned to the first pressure chamber.
• a permanent fluid-tight sealing of the cylinder sleeve relative to the housing bottom of the first pressure chamber is necessary for safe, trouble-free operation of the cylinder-piston unit.
• a leakage current between the Ollandernut supplying the second pressure chamber and the first pressure chamber can not only affect the function of the cylinder-piston unit, but also lead to a significant loss of efficiency or failure of the length-adjustable connecting rod.
• the housing base associated with the first pressure chamber is usually also the bottom, the housing bore accommodating the cylinder sleeve, so that the cylinder sleeve must be fitted in a fluid-tight manner in the housing bore, preferably in a groove formed on the housing bottom in an extension of the housing wall.
• the cylinder sleeve can also be fixedly connected to the housing base associated with the first pressure chamber, if at the same time the housing bore is formed in the complementary cover of the second connecting rod part of the cylinder-piston unit and pushed telescopically over the cylinder sleeve during assembly.
• the cylinder sleeve is formed integrally with the second Pleuelteil, alternatively integrally with the associated lid of the second Pleuelteils educated.
• the cylinder sleeve may be formed as a separate component.
• a trained as a separate component cylinder sleeve is inexpensive to produce and easy to install and can optionally be made of a particular material.
• the cylinder sleeve may be made with at least one ⁇ l Adjustable locking rod of a cured material or hardened on the surface.
• the housing of the cylinder-piston unit can then be made of a tough material, such as a tempering steel, with a correspondingly high fatigue strength to absorb the compressive stress due to the extremely high system pressure in the cylinder-piston unit.
• a preferred embodiment of the length-adjustable connecting rod provides that a sealing device is provided between the outer wall of the adjusting piston and the inner wall of the cylinder bore. This sealing device prevents even at high system pressures engagement of the adjusting piston in each filled with engine oil first or second pressure chamber and thus makes it possible to implement the function of a length-adjustable connecting rod according to the invention safely and permanently.
• the sealing device between the outer wall of the adjusting and the inner wall of the cylinder bore prevents engagement of the adjusting piston in the respective pressure chamber, even with a large force on the adjusting, especially during compression and combustion process in the respective cylinder of the engine, whereby the variable compression ratio in the Cylinders is made possible and achieved efficiency improvement of the internal combustion engine is not reduced by an engagement of the adjusting piston in the respective pressure chamber again.
• a sealing device can both gap seals that constructively have a certain leakage, but also touching piston seals are used, which virtually prevent leakage, but are structurally complex and functionally more prone.
• the gap of the gap seal should be at most 20 ⁇ , in particular at most 10 ⁇ , preferably even lower.
• an oil filter and / or an oil scraper should be provided which prevents the entry of large soot particles and chips from the engine oil into the pressure chambers and from there into the gap of the gap seal or between the seals. areas of piston seals.
• wear on the inner wall of the cylinder bore and the outer wall of the adjusting or on the sealing surfaces of one or more piston seals can be prevented or significantly reduced, to ultimately prevent damage and failure of the cylinder-piston unit.
• the adjusting piston of the cylinder-piston unit may be formed as a double-acting adjusting piston, wherein the adjusting piston arranged longitudinally movably in the cylinder bore limits the first pressure chamber on the first end side and on a second end side of the second pressure chamber.
• a two-way adjusting piston allows the fixing of the piston rod both in the direction of a larger compression ratio and in the direction of a lower compression ratio with a single cylinder-piston unit. So it is the same adjusting, unlike in DE 10 2005 055 199 A1, used for bidirectional adjustment of the piston stroke, or the compression ratio.
• a stepped piston can be used, by means of which the larger end face is held in its extended position with a corresponding pressurization, the connecting rod. Due to the prevailing force conditions in an internal combustion engine, the smaller end face usually suffices for fixing in the opposite direction.
• a useful embodiment provides that a hydraulic adjusting mechanism comprises a control valve, preferably a hydraulically actuated control valve, in order to control the outflow of the engine oil flowing out of the cylinder-piston unit out of the first and second pressure chambers.
• a control valve in the hydraulic adjusting mechanism is particularly favorable in a bidirectional adjusting piston for a quick and safe operation of the length-adjustable connecting rod to control the flow of engine oil from the cylinder-piston unit.
• a hydraulically actuated control valve is useful for a simple and permanently safe operation of the hydraulic adjusting mechanism. The control valve can also simultaneously control the drain valve.
• a further embodiment provides that a piston rod is provided, wherein the piston rod is arranged on a second end face of the adjusting piston, the piston rod extends through the second pressure chamber of the cylinder-piston unit and through a rod bore in the housing of the cylinder-piston unit through into the crankcase of the internal combustion engine.
• the piston rod allows easy transmission of the movement of the Adjustment piston in the cylinder bore to the relative movement between the first Pleuelteil and the second Pleuelteil and at the same time also allows a meaningful seal between the rod bore and piston rod, for example by means of a rod seal, which may be optionally associated with a ⁇ labstreifer to entry of particles from the engine oil Crankcase in the cylinder-piston unit to prevent. Accordingly, relatively small gap dimensions of the sealing device between the adjusting piston and the cylinder bore can be realized.
• the first connecting rod part can be connected to the adjusting piston of the cylinder-piston unit and the second connecting rod part can have the cylinder bore of the cylinder-piston unit.
• the invention relates to the use of a cylinder-piston unit with a cylinder sleeve for a length-adjustable connecting rod of an internal combustion engine having a first Pleuelteil and a second Pleuelteil adjustable by means of the cylinder-piston unit to the first Pleuelteil relative to To move second connecting rod
• the cylinder-piston unit comprises a housing, a cylinder bore, a longitudinally movably arranged in the cylinder bore adjusting piston and at least a first pressure chamber and a second pressure chamber for receiving engine oil, which are bounded on one side by the longitudinally movable adjusting piston, wherein the Cylinder sleeve is arranged in a housing bore in the housing of the cylinder-piston unit and forms the cylinder bore, the cylinder sleeve bounded on the outer surface at least one oil supply passage to supply the second pressure chamber with engine oil.
• a cylinder-piston unit for a length-adjustable connecting rod of an internal combustion engine, despite the very small size and the extremely high system pressure allows the use of engine oil for adjusting the cylinder-piston unit.
• a cylinder sleeve allows the use of substantially rotationally symmetric components for the cylinder-piston unit and the entire length-adjustable connecting rod with corresponding advantages in view of the low available space and the material and production costs.
• the invention relates to an internal combustion engine having at least one reciprocating piston and having at least one adjustable compression ratio in a cylinder and a length-adjustable connecting rod connected to the reciprocating piston according to the above-described embodiments.
• all reciprocating a Internal combustion engine equipped with such a length-adjustable connecting rod are not required.
• the fuel economy of such an internal combustion engine can be considerable and up to 20% if, depending on the respective operating state, the compression ratio is adjusted accordingly.
• the cylinder-piston unit of the length-adjustable connecting rod can be connected to the engine oil of the internal combustion engine.
• the pressures present in the engine oil circuit can be used to control a hydraulic adjusting mechanism.
• soot particles and chips are present in the engine oil, which require insensitivity of the hydraulic adjusting mechanism, the supply lines and an associated sealing device. The lower the entry of dirt particles from the engine oil, the sooner a safe operation of the cylinder-piston unit can be ensured.
• a further modification provides that the system pressure of the engine oil in the first or second pressure chamber of the cylinder-piston unit is between 1,000 bar and 3,000 bar, preferably between 2,000 bar and 2,500 bar.
• the selected system pressure allows the safe structural design of the inner diameter of the cylinder bore and the wall thickness of the cylinder, and thus allows a safe structural design of the length-adjustable connecting rod according to the invention.
• a control drive can be provided with at least one timing chain, a tensioning and / or guide rail, and / or a chain tensioner, which connects the crankshaft to the at least one camshaft of the internal combustion engine.
• the timing drive is important because it can have a significant influence on the dynamic load of the engine and thus also on the length-adjustable connecting rod. This is preferably designed so that no excessive dynamic forces are introduced via the control drive.
• a timing drive can also be formed with a spur gear or a drive belt, for example a toothed belt, which is prestressed by means of a tensioning device with tensioning roller.
• Fig. 1 shows a schematic cross section through an internal combustion engine
• Fig. 2 is a schematic representation of the length-adjustable connecting rod of Fig. 1 in a partially sectioned view.
• a combustion engine (gasoline engine) 1 is shown in a schematic representation.
• the internal combustion engine 1 has three cylinders 2.1, 2.2 and 2.3, in each of which a reciprocating piston
• the internal combustion engine 1 comprises a crankshaft 4, which is rotatably mounted by means of crankshaft bearings 5.1, 5.2, 5.3 and 5.4.
• the crankshaft 4 is connected by means of the connecting rods 6.1, 6.2 and 6.3 respectively with the associated reciprocating piston 3.1, 3.2 and 3.3.
• the crankshaft 4 has an eccentrically arranged crankshaft journals 7.1, 7.2 and 7.3.
• the small connecting rod 9.1, 9.2 and 9.3 are each mounted on a piston pin 10.1, 10.2 and 10.3 and so pivotally connected to the associated reciprocating 3.1, 3.2 and 3.3.
• the terms small connecting rod 9.1, 9.2 and 9.3 and large connecting rod 8.1, 8.2 and 8.3 neither an absolute nor relative size assignment refer to, but they are only used to distinguish the components and assignment to the engine shown in Fig. 1. Accordingly, the dimensions of the diameter of the small connecting rods 9.1, 9.2 and 9.3 may be smaller, equal to or greater than the dimensions of the diameter of the large connecting rods 8.1, 8.2 and 8.3.
• the crankshaft 4 is provided with a crankshaft sprocket 1 1 and coupled by means of a timing chain 12 with a Nockenwellenkettenrad 13.
• the camshaft sprocket 13 drives a camshaft 14 with its associated cams for actuating the intake and exhaust valves (not shown in detail) of each cylinder 2.1, 2.2 and 2.3.
• the slack side of the timing chain 12 is tensioned by means of a pivotally mounted clamping rail 15 which is pressed by means of a chain tensioner 16 to this.
• the Switzerlandtrum the timing chain 12 can slide along a guide rail. The essential operation of this control drive including the fuel injection and ignition by spark plug is not explained in detail and assumed to be known.
• the eccentricity of the crankshaft journals 7.1, 7.2 and 7.3 are mainly the stroke H K , especially if, as in the present case, the crankshaft 4 is arranged exactly centric below the cylinders 2.1, 2.2 and 2.3.
• the reciprocating piston 3.1 is shown in Fig. 1 in its lowermost position, while the reciprocating piston 3.2 is shown in its uppermost position. The difference results in the present case, the stroke H K.
• the remaining height H c (see cylinder 2.2) gives the remaining compression height in the cylinder 2.2.
• the stroke volume V h and from the remaining compression height H c is calculated, the compression volume V c .
• the compression volume V c significantly depends on the design of the cylinder cover. From these volumes V h and V c results in the compression ratio ⁇ . In detail, this is calculated Compression ratio ⁇ of the sum of the stroke volume V h and the compression volume V c divided by the compression volume V c .
• Today's values for gasoline engines are between 10 and 14 for ⁇ .
• the compression ratio ⁇ can be adjusted according to the invention, the connecting rods 6.1, 6.2 and 6.3 designed adjustable in their length. As a result, can be driven in the partial load range with a higher compression ratio than in the full load range.
• the connecting rod 6.1 has a connecting rod head 17.1 with the said small connecting-rod eye 9.1, a first connecting rod part 18.1, which is guided telescopically in a second connecting rod part 19.1.
• the relative movement of the first connecting rod part 18.1 in the longitudinal direction to the second connecting rod part 19.1 takes place by means of a cylinder-piston unit 20.1 with an adjusting piston 21.1. and a cylinder bore 22.1 and a sealing device 23.1 between the adjusting piston 21.1 and the cylinder bore 22.1.
• a lower bearing shell 19b.1 is arranged, which surrounds the large connecting rod eye 8.1 together with the lower region of the second connecting rod part 19.1.
• the lower bearing shell 19b.1 and the second Pleuelteil 19.1 are connected to each other in the usual way by means of fasteners.
• the second connecting rod part 19.1 simultaneously forms the housing of the cylinder-piston unit 20.1, wherein in the housing bore 37.1 of the second connecting rod 19.1 a cylindrical sleeve 34.1 is arranged, which forms the cylinder bore 22.1 of the cylinder-piston unit 20.1.
• the piston rod 18 a.1 at the lower end of the first connecting rod 18.1 is connected to the adjusting piston 21 .1, which is displaceably guided in the cylinder bore 22.1 of the cylinder sleeve 34.1.
• the second connecting rod part 19.1 has a cover 19a.1, through which the piston rod 18a.1 of the first connecting rod part 18.1 is guided and sealed.
• the cover 19a.1 seals the entire housing bore 37.1.
• the adjusting piston 21 .1 is designed as a stepped piston. Below the adjusting piston 21 .1 a first pressure chamber 24.1 is formed with a circular cross section and above the adjusting piston 21.1 is an annular second pressure chamber 25.1 is formed.
• a hydraulic adjusting mechanism 26.1 is provided.
• the cylinder sleeve 34.1 has on its outer surface 34a.1 one or more oil guide grooves 40.1, which together with the housing bore 37.1 form closed oil feed channels 41.1 for supplying the second pressure chamber 25.1 with engine oil.
• the cylinder sleeve 34.1 is arranged in an annular groove 42.1 on the housing bottom 43.1 of the housing bore 37.1 in the second connecting rod part 19.1 and thereby sealed against the first pressure chamber 24.1.
• one or more bores can be provided which lead from the oil guide groove 40.1 through the cylinder sleeve 34.1 into the second pressure chamber 25.1 or be designed as an end-side continuation of the oil guide groove 40.1.
• the cylinder sleeve 34.1 shown in FIG. 2 is designed with an annular cross section in the area of the pressure chambers 24.1 and 25.1 or of the adjusting piston 21.1. Other geometric dimensions are conceivable.
• the wall thickness of the cylinder sleeve 34.1 beyond the provided in the outer surface 34a.1 ⁇ l Equation 40.1 results from the radius of the housing bore 37.1 minus the radius of the cylinder bore 22.1, while the wall thickness of the housing in the cylinder sleeve 34.1 from the associated outer radius of the second connecting rod 19.1 minus the radius of the housing bore 37.1 results.
• the wall thickness over the circumference of the second connecting rod 19.1 is uniformly thick and the tension in the material of the second connecting rod 19.1 uniformly low, so that the connecting rod 6.1 occurring maximum system pressure remains within manageable limits.
• the adjusting piston 21.1 of the cylinder-piston unit 20.1 is designed as a stepped piston. Under a stepped piston is generally understood to mean a two-sided piston with different sized effective surfaces.
• a first end face 27.1 is circular in shape and associated with the first pressure chamber 24.1.
• a second end face 28.1 is designed annular and associated with the second pressure chamber 25.1.
• the hydraulic adjusting mechanism 26.1 is operated with engine oil.
• an oil supply channel 29.1 is connected to the large connecting rod eye 8.1 in connection, whereby engine oil can be supplied to the hydraulic adjusting mechanism 26.1 or optionally flows out of this in an alternative circuit.
• a control valve 30.1 is provided on the oil supply channel 29.1, by means of which the outflow of the motor oil flowing out of the first pressure chamber 24.1 and the second pressure chamber 25.1 of the cylinder-piston unit 20.1 is controlled. From the control valve 30.1 comes from the means of the connecting rods 18.1, 19.1 attacking gas and mass forces of the internal combustion engine 1 subsidized engine oil via a first oil passage 31 .1 in the first pressure chamber 24.1 and a second oil passage 32.1 in the second pressure chamber 25.1.
• a check valve 33.1 and optionally an oil filter is provided in the first oil passage 31.1 before the first oil passage 31 .1 opens into the first pressure chamber 24.1.
• the outlet channel 35.1 is configured with a drain valve 36.1, which is closed when the engine oil flows in via the first oil passage 31.1 into the first pressure chamber 24.1.
• the second oil passage 32.1 for supplying the second pressure chamber 25.1 leads from the control valve 30.1 in the direction of a check valve and then from there via an outlet 45.1 in the housing bore 37.1 in the ⁇ lzu slaughterkanal 41.1 between the outer surface 34a.1 of the cylinder sleeve 34.1 and the housing wall 37a.1 of the housing bore 37.1.
• the engine oil then flows in the ⁇ l Adjustsnut 40.1 on to the oil port 44.1 at the distal end of the oil supply 41.1 and then flows through the oil port 44.1 in the second pressure chamber 25.1 a.
• At least one ⁇ l Adjustsnut 40.1 is provided on the outer surface 34a.1 of the cylinder sleeve 34.1, but preferably a plurality of evenly distributed over the circumference of the cylinder sleeve 34.1 ⁇ l Adjustsnuten 40.1, each via a single outlet 45.1 or a in the housing bore 37.1 radial circumferential groove are supplied with engine oil.
• the diversion of an outlet channel 35.1 is provided, which opens on the outside of the second connecting rod 19.1 in the piston housing of the internal combustion engine 1.
• the outlet channel 35.1 is equipped with a drain valve 36.1, which is closed when the engine oil flows in via the second oil passage 32.1 into the second pressure chamber 25.1.
• the connecting rod 6.1 is thus in its longer position.
• engine oil is fed via the second oil channel 32.1 into the feed channels 41.1 between the housing bore 37.1 and the cylinder sleeve 34.1 and reaches the second pressure chamber 25.1 via the oil opening 44.1 at the distal end of the oil supply channels 41.1.
• the outlet valve 36.1 is closed in the associated outlet channel 35.1.
• the adjusting piston 21 .1 driven by the acting between the first Pleuelteil 18.1 and second Pleuelteil 19.1 gas and inertial forces in its lower position, wherein the engine oil flows into the second pressure chamber 25.1. In its lower position (not shown), the adjusting piston 21 .1 is then hydraulically locked, since both a return flow through the discharge valve 36.1 and through the check valve 33.1 in the second oil passage 32.1 is prevented.
• the entire inflowing engine oil can optionally be passed via oil filters in which larger soot particles and chips be filtered out of the engine oil and held.
• the optionally provided oil filters are preferably arranged between the diversion of the outlet channels 35.1 from the first oil channel 31 .1 or the second oil channel 32.1 and the outlet 45.1 into the oil guide groove 40.1 or an outlet in the first pressure chamber 24.1 in order to escape from the engine oil respective pressure chambers 24.1 and 25.1 to be cleaned by the outflowing and via the outlet channels 35.1 in the Kubelgepuruse effluent engine oil.
• the control valve 30.1 of the hydraulic adjusting mechanism 26.1 of the length-adjustable connecting rod 6.1 actively controls the bleed valves 36.1 associated with the first oil channel 31 .1 and the second oil channel 32.1 in the branching outlet channels 35.1 to fix the position of the length-adjustable connecting rod 6.1, while the gas and mass-force-driven bene inlet of engine oil in the first oil passage 31.1 and the second oil passage 32.1 only passively via the control valve 30.1.
• control of the control valve 30.1 preferably takes place with the pressure of the engine oil applied to the oil supply channel 29.1, whereby other, alternatively however also possible, electrical, electronic, magnetic or mechanical activations of the control valve 30.1 or the drain valves 36.1 can be avoided.

Landscapes

• Engineering & Computer Science (AREA)
• General Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Output Control And Ontrol Of Special Type Engine (AREA)
• Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)

Priority Applications (1)

Applications Claiming Priority (2)

Publications (1)

Family

ID=60388001

Family Applications (1)

Country Status (4)

Citations (9)

Family Cites Families (10)

• 2016
  • 2016-11-03 DE DE102016120964.3A patent/DE102016120964A1/de not_active Withdrawn
• 2017
  • 2017-11-03 CN CN201780068189.XA patent/CN110199097B/zh active Active
  • 2017-11-03 AT ATA50927/2017A patent/AT519294B1/de not_active IP Right Cessation
  • 2017-11-03 WO PCT/EP2017/078220 patent/WO2018083261A1/de active Application Filing

Patent Citations (9)

Also Published As

Similar Documents

Legal Events