WO2018083263A1 - Bielle à piston étagé - Google Patents

Bielle à piston étagé Download PDF

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Publication number
WO2018083263A1
WO2018083263A1 PCT/EP2017/078225 EP2017078225W WO2018083263A1 WO 2018083263 A1 WO2018083263 A1 WO 2018083263A1 EP 2017078225 W EP2017078225 W EP 2017078225W WO 2018083263 A1 WO2018083263 A1 WO 2018083263A1
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WO
WIPO (PCT)
Prior art keywords
piston
connecting rod
cylinder
component
length
Prior art date
Application number
PCT/EP2017/078225
Other languages
German (de)
English (en)
Inventor
Zoltán Riba
Martin Bodensteiner
Kai Arens
Steffen Latz
Malte Heller
Norbert Mayrhofer
Original Assignee
Iwis Motorsysteme Gmbh & Co. Kg
Avl List 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 Iwis Motorsysteme Gmbh & Co. Kg, Avl List Gmbh filed Critical Iwis Motorsysteme Gmbh & Co. Kg
Publication of WO2018083263A1 publication Critical patent/WO2018083263A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C7/00—Connecting-rods or like links pivoted at both ends; Construction of connecting-rod heads
    • F16C7/06—Adjustable connecting-rods
    • 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
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B15/00—Fluid-actuated devices for displacing a member from one position to another; Gearing associated therewith
    • F15B15/08—Characterised by the construction of the motor unit
    • F15B15/14—Characterised by the construction of the motor unit of the straight-cylinder type
    • F15B15/1423—Component parts; Constructional details
    • F15B15/1447—Pistons; Piston to piston rod assemblies
    • 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
    • F16C7/04—Connecting-rods or like links pivoted at both ends; Construction of connecting-rod heads with elastic intermediate part of fluid cushion

Definitions

  • the present invention relates to a length-adjustable connecting rod for an internal combustion engine, in particular a gasoline engine, with a first Pleuelteil and a second Pleuelteil, wherein the first Pleuelteil is movable relative to the second Pleuelteil, and at least one cylinder-piston unit, relative to the first Pleuelteil
  • the cylinder-piston unit comprises at least one cylinder bore, a longitudinally movably arranged in the cylinder bore adjusting piston, a piston rod and at least one provided in the cylinder bore first pressure chamber for receiving engine oil on one side of a front side of the movable adjusting piston is limited.
  • the invention relates to an internal combustion engine with such a connecting rod, the use of such a connecting rod in an internal combustion engine and a method for mounting the length-adjustable connecting rod.
  • the thermal efficiency of an internal combustion engine is dependent on the compression ratio between the stroke volume and the compression volume in the combustion chamber. As the compression ratio increases, the thermal efficiency increases. The increase in the thermal efficiency via the compression ratio is degressive, but still relatively strong in the range of today's usual values.
  • 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 which depends not only on the influence of ambient temperature and pressure but also on the operating point of the engine, is lower. 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
  • 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 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. Therefore, a short connecting rod leads to a lower compression ratio than a long connecting rod with otherwise the same geometric dimensions, such as piston, cylinder head, crankshaft, valve timing, etc.
  • the connecting rod length is hydraulically between two positions varies.
  • the entire connecting rod is made of several parts, wherein the change in length is effected by a telescopic mechanism with a double-acting hydraulic cylinder.
  • the small connecting rod eye usually for receiving the piston pin, 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 check valves, whereby the supply of engine oil takes place via the lubrication of the connecting rod bearing.
  • the connecting rod length does not change.
  • the connecting rod is hydraulically locked in this direction. In the short position of the connecting rod, the conditions turn around.
  • 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 inlet check valves is bridged by an associated return channel. Engine oil can flow through these return passages 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 hydraulically controlled by the supply pressure, for example.
  • the invention provides that the adjusting piston is discontinued and has at least two further end faces, so that at least two further pressure chambers are formed.
  • 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 adjusting piston is designed as a stepped piston and has a plurality of end faces. As a result, the effective area of the adjusting piston is larger and the pressure generated by the forces acting on the connecting rod is lower. Due to this lower system pressure and the load on the hydraulic components are lower, whereby a long life of the connecting rod is made possible.
  • the adjusting piston comprises at least two adjusting piston components arranged one behind the other in the axial direction.
  • the adjusting piston components are arranged spaced from one another.
  • the cylinder-piston unit comprises a further cylinder bore and each adjusting piston component is arranged in a cylinder bore.
  • the piston rod comprises at least two piston rod components arranged one behind the other in the axial direction.
  • each cylinder bore has an integrated upper stop for the adjusting piston component arranged therein. Due to the design of the cylinder bore and the upper stop as a component, the upper stop is very robust. Since the upper stop is integrally formed with the cylinder bore, the cylinder bore, the upper stop and a rod guide for the piston rod can be made good coaxially by the upper stop.
  • first and the second cylinder bore are formed with the integrated stops each in a first and a second cylinder housing and the cylinder housing oil grooves for oil supply of the respective pressure chambers. This allows a massive design of the cylinder bore and a simple oil supply of the cylinder-piston unit.
  • the cylinder-piston unit may have an anti-rotation, by means of which a relative rotation between the at least one cylinder bore and the adjusting piston is prevented. As a result, no unnecessary torsional forces are introduced into the connection points of the connecting rod on the engine piston and the crankshaft.
  • the invention also relates to a method for mounting the length-adjustable connecting rod described above.
  • a method is to be provided that allows for easy manufacture of a length adjustable connecting rod with tight tolerances and good guidance and which results in a stable connecting rod with a long service life.
  • the assembly method comprises the following steps in the order given:
  • the adjusting piston has a plurality of end faces, its effective area is larger and thereby lower the pressure occurring during operation.
  • the production of the cylinder-piston unit is facilitated by the fact that two adjusting piston components, two piston rod components and two cylinder bores or two cylinder housings are provided, each with a cylinder bore.
  • a first and a second pressure chamber can be constructed, which are formed by the respective cylinder bore and the adjusting piston component arranged therein, and thereafter a third and a fourth pressure chamber, which are formed by the respective other cylinder bore and the adjusting piston component arranged therein. This is particularly important because the individual components are relatively small due to the small space and therefore mounting is difficult.
  • the method may include a further step in which an anti-rotation device is mounted between the adjusting piston and the cylinder bore. This ensures that the adjusting piston always runs in the correct position in the cylinder bore.
  • the invention further relates to the use of the above-described length-adjustable connecting rod in an internal combustion engine with at least one reciprocating piston.
  • an internal combustion engine with an adjustable compression ratio is provided, which can be very easily manufactured and controlled, and has a long service life.
  • the invention also 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 embodiments described above.
  • all the reciprocating piston of an internal combustion engine are equipped with such a length-adjustable connecting rod, but this is not required.
  • the fuel savings of such an internal combustion engine can be considerable and u. U. up to 20%, if, depending on the operating condition, the compression ratio is set accordingly.
  • 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.
  • FIG. 1 shows a schematic cross section through an internal combustion engine
  • FIG. 2 shows a cylinder-piston unit for length adjustment of a connecting rod of the internal combustion engine from FIG. 1, FIG.
  • 3a shows a variant of the cylinder-piston unit in a first switching position
  • Figure 3b the variant of Fig. 3a in a second switching position.
  • 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 3.1, 3.2, 3.3 moves up and down.
  • the internal combustion engine 1 comprises a crankshaft 4, which is rotatably mounted by means of crankshaft bearings 5.1 - 5.4.
  • the crankshaft 4 is connected by means of connecting rods 6.1, 6.2 and 6.3 each with associated reciprocating 3.1, 3.2 and 3.3.
  • the crankshaft 4 has an eccentrically arranged crankshaft journals 7.1, 7.2 and 7.3.
  • the large connecting rod eye 8.1, 8.2, and 8.3 is because stored on the associated crankshaft journal 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 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 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 , the compression ratio ⁇ is calculated. ⁇ is calculated from 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 e.
  • the compression ratio ⁇ can be adjusted, the connecting rods 6.1, 6.2 and 6.3 according to the invention designed to be adjustable in length. As a result, e.g. be operated in the partial load range with a higher compression ratio than in the full load range.
  • Each of the connecting rods 6.1, 6.2, 6.3 comprises a first connecting rod part 17.1, 17.2, 17.3 and a second connecting rod part 18.1, 18.2, 18.3.
  • the second connecting rod 18.1, 18.2, 18.3 surrounds together with a lower bearing shell 19.1, 19.2, 19.3, the said large connecting rod 8.1, 8.2, 8.3.
  • the lower bearing shells 19.1, 19.2, 19.3 are connected to the respective second connecting rod 18.1, 18.2, 18.3 in the usual way by means of fasteners.
  • a cylinder-piston unit 20.1, 20.2, 20.3 is arranged for length adjustment of the connecting rods 6.1, 6.2, 6.3.
  • such a cylinder-piston unit can be provided only in some connecting rods 6.1, 6.2, 6.3 of the internal combustion engine 1.
  • a cylinder-piston unit 20.1 is shown, which is, however, identical to the other cylinder-piston units 20.2, 20.3 configured. The following description applies accordingly to all cylinder-piston units.
  • the cylinder-piston unit 20.1 comprises an adjusting piston 21.1.
  • the adjusting piston 21.1 is discontinued and thus has a taper on the center.
  • the adjusting piston 21.1 is formed by a first adjusting piston component 22.1 and a second adjusting piston component 23.1, which are connected to one another by means of a short stub shaft, which is part of a second piston rod component 30.1.
  • the two adjusting piston components 22.1 and 23.1 are arranged axially one behind the other and objected to one another.
  • the first adjusting piston component 22.1 comprises a first end face 24.1 and a second end face 25.1.
  • the second adjusting piston component 23.1 likewise comprises a first end side 26.1 and a second end side 27.1.
  • the adjusting piston 21 .1 is connected to a piston rod 28.1.
  • the piston rod 28.1 is likewise designed in two parts and comprises a first piston rod component 29.1 and the second piston rod component 30.1 already mentioned.
  • the first piston rod component 29.1 and the second piston rod component 30.1 are arranged one behind the other in the axial direction and at a distance from one another.
  • the first piston rod component 29.1 is connected to the first adjusting piston component 22.1
  • the second piston rod component 30.1 is connected to the second adjusting piston component 23.1.
  • the lower end 31.1 of the piston rod 28.1 is received in a recess 32.1 in the second connecting rod part 18.1.
  • the first adjusting piston component 22.1 is guided in a first cylinder bore 33.1, which is formed in a first cylinder housing 35.1.
  • the second adjusting piston component 23.1 is guided in a second cylinder bore 34.1, which is formed in a second cylinder housing 36.1.
  • the first cylinder housing 35.1 comprises a first upper stop 37.1, which is formed integrally with the first cylinder bore 33.1.
  • the second cylinder housing 36.1 comprises a second upper stop 38.1, which is formed integrally with the second cylinder bore 34.1.
  • the two end faces 24.1, 25.1 of the first adjusting piston component 22.1 and the associated first cylinder bore 33.1 form a first pressure chamber 40.1 and a second pressure chamber 41.1.
  • the two end faces 26.1, 27.1 of the second adjusting piston component 23.1 and the associated second cylinder bore 34.1 form a third pressure chamber 42.1 and a fourth pressure chamber 43.1. All end faces 24.1, 25.1, 26.1, 27.1 are preferably circular.
  • oil grooves 39.1 are formed, via which the pressure chambers 40.1, 41 .1, 42.1 43.1 are supplied with engine oil.
  • the oil grooves 39.1 are preferably in communication with the oil lubrication of the large connecting rod eye 8.1.
  • the cylinder-piston unit 20.1 with the adjusting piston 21.1 and the cylinder bores 33.1, 34.1 is part of an adjusting mechanism for changing the length of the connecting rod 6.1.
  • the adjusting mechanism also includes a hydraulic circuit which is responsible for the flow of hydraulic fluid, i. of the engine oil, in or out of the pressure chambers 40.1, 41.1, 42.1, 43.1 and thus provides for a movement of the adjusting piston 21.1 or locked. This circuit will not be described in detail in connection with the embodiment of FIG. Only their function is briefly outlined.
  • the connecting rod 6.1 If the connecting rod 6.1 is in its long position, the first end face 24.1 of the first adjusting piston component 22.1 bears against the first upper stop 37.1 of the first cylinder bore 33.1. The first end face 26.1 of the second adjusting piston component 23.1 bears against the second upper stop 38.1 of the second cylinder bore 34.1.
  • the first pressure chamber 40.1 and the third pressure chamber 42.1 are accordingly empty.
  • the second pressure chamber 41 .1 and the fourth pressure chamber 43. 1 are filled with engine oil. By appropriate devices, such as a shut-off valve, it is ensured that the engine oil can not escape from the second pressure chamber 41.1 and the fourth pressure chamber 43.1.
  • the connecting rod 6.1 is thereby hydraulically locked in its long position.
  • the connecting rod 6.1 is transferred to its short position.
  • the short position is reached when the second end face 25.1 of the first adjusting piston component 22.1 bears against the first lower stop 44.1 and the second end face 27.1 of the second adjusting piston component 23.1 bears against the second lower stop 45.1 of the second cylinder bore 34.1 is present.
  • the second pressure chamber 41 .1 and the fourth pressure chamber 43. 1 are empty, the first pressure chamber 40. 1 and the third pressure chamber 42. 1 are filled with engine oil.
  • the short position of the connecting rod 6.1 is hydraulically locked, in which the outflow of engine oil from the first pressure chamber 40.1 and the third pressure chamber 42.1, for example, by a shut-off valve (not shown) is prevented.
  • the short position of the connecting rod 6.1 is advantageous at full load, whereas long position of the connecting rod 6.1 is advantageous for the partial and low load operation.
  • FIGS. 3a and 3b A variant of a cylinder-piston unit 20.1 is shown schematically in FIGS. 3a and 3b.
  • a likewise offset adjusting piston 21.1 is guided in a first cylinder bore 33.1 within a first cylinder housing 35.1.
  • the adjusting piston 21 .1 is connected to a piston rod 28.1, which has a first piston rod component 29.1.
  • Via the piston rod 28.1 a connection is made to the first connecting rod part 17.1 (not shown in FIGS. 3a and 3b, see FIG. 1), in which the small connecting rod eye 9.1 is formed.
  • a third adjusting piston component 55.1 is provided in addition to the first 22.1 and second adjusting piston component 23.1.
  • the adjusting piston components 22.1, 23.1, 55.1 are arranged one behind the other in the axial direction and at a distance from one another and connected to the first piston rod component 29.1.
  • the axial direction here is a direction along a longitudinal axis of a connecting rod 6.1, which is represented in FIG. 3a and FIG. 3b by a dot-dash line.
  • the first adjusting piston component 22.1 comprises a first end face 24.1 and a second end face 25.1;
  • the second adjusting piston component 23.1 likewise comprises a first end side 26.1 and a second end side 27.1.
  • the third adjusting piston component 55.1 also has a first front side 48.1 and a second front side 49.1.
  • the first end faces 24.1, 26.1, 48.1 are arranged on the second end faces 25.1, 27.1, 49.1 on axially opposite sides of the adjusting piston components 22.1, 23.1, 55.1.
  • the end faces 24.1, 25.1, 26.1, 27.1, 48.1, 49.1 are preferably circular.
  • stop members 63.1, 63.2, 63.3 are designed as annular elements which are arranged within the cylinder bore 33.1, for example, welded, are.
  • corresponding stops are provided to the respective end faces, which - depending on the switching position of a hydraulic switching element 57.1, which is described in more detail below - together span the pressure chambers.
  • a first upper stop 37.1 is provided which forms a first pressure chamber 40.1 together with the first end face 24.1 of the first adjusting piston component 22.1.
  • a second pressure chamber 41 .1 is formed by the second end face 25.1 of the first adjusting piston component 22.1 and a first lower stop 44.1 of a second stop component 63.2.
  • the two end faces 26.1, 27.1 of the second adjusting piston component 23.1 together with a second upper stop 38.1 of the second stop member 63.2 and a second lower stop 45.1 of a third stop member 63.3 form a third pressure chamber 42.1 (second upper stop 38.1 and first end face 26.1 of the second adjusting piston component 23.1). and a fourth pressure chamber 43.1 (second lower stop 45.1 and second end face 27.1 of the second adjusting piston component 23.1).
  • Another seventh pressure chamber 52.1 is formed by a piston rod end face 46.1 designed as part of the first piston rod component 29.1 and a fourth lower stop 47.1, which is designed on the side of the first stop component 63.1 facing the small connecting rod 9.1 in the installed state.
  • the filling and draining of the pressure chambers 40.1, 41.1, 42.1, 43.1, 53.1, 54.1, 52.1 takes place via oil bores 62.1, 62.2, which are embodied in the first cylinder housing 35.1.
  • the oil bores 62. 1, 62. 2 are connected to a hydraulic medium source, for which purpose preferably the oil lubrication of the large connecting rod 8.1 is used.
  • the drainage can also be done in the oil lubrication or other, not shown channels in the crankcase.
  • the hydraulic switching element 57.1 required for this purpose is briefly described below.
  • the hydraulic switching element 57.1 has two switch positions and can connect the pressure chambers 40.1, 41.1, 42.1, 43.1, 53.1, 54.1, 52.1 alternately with an oil feed bore 58.1 and an oil drainage bore 59.1.
  • the first 40.1, third 42.1 and fifth 53.1 pressure chambers are connected to the oil drainage hole 59.1 via the first oil hole 62.1, thereby draining hydraulic medium in them.
  • Fig. 3b shows the second switching position, which corresponds to a short connecting rod 6.1.
  • the connections are reversed to those in Fig. 3a, so that the filled therein pressure chambers 41 .1, 43.1, 54.1, 52.1 are now connected to the ⁇ labtechnischsbohrung 59.1 and the emptied in Fig. 3a pressure chambers 40.1, 42.1, 53.1 with the ⁇ lzu Crystalbohrung 58.1 are connected.
  • the switching of the hydraulic switching element 57.1 can take place in various ways, for example hydraulically via variable oil pressures, mechanically by controls inside or outside the connecting rod 6.1 or e.g. by magnetic actuation. These switching variants will not be described further here.
  • the filling and draining of the pressure chambers is promoted by the mass forces occurring during operation of the internal combustion engine 1, which positively causes a "sucking" of the hydraulic medium into the pressure chambers connected to the oil supply bore 58.1 and squeezes the hydraulic medium out of the pressure chambers to be drained.
  • the hydraulic switching element 57.1 in the channel leading to the oil supply bore 58.1 has a check valve 60.1 which closes in the direction of the oil feed bore 58.1.
  • the first adjusting piston component 22.1 and the first piston rod component 29.1 are inserted into the first cylinder housing 35.1 with the first cylinder bore 33.1.
  • at least one piston rod seal and at least one piston rod scraper are mounted in the region of the second piston rod component 30.1 and at least one piston rod seal is fastened in the region of the second adjusting piston component 23.1.
  • the two cylinder housings 35.1, 36.1 are interlocked.
  • the second adjusting piston component 23.1 and the second piston rod component 30.1 are inserted into the second cylinder housing 36.1 with the second cylinder bore 34.1.
  • the piston rod components 29.1, 30.1 are now connected to one another or to the adjusting piston components 22.1, 23.1.
  • an anti-twist device for example a pin, is mounted between the adjusting piston 21 .1 and the cylinder bores 33.1, 34.1.
  • the preassembled cylinder and piston unit 20.1 fastened to the first connecting rod part 17.1 can then be subjected to a functional test before it is connected to the second connecting rod part 19.1.
  • the illustrated variants of the adjusting piston 21.1 have the advantage that occurring during operation of such length-adjustable connecting rods pressures that can be well over 1000 bar, can be better distributed and managed. This is particularly advantageous in large engines, in commercial vehicles and more generally in the increasingly increasing peak pressures in modern combustion engines.
  • the construction of the adjusting piston 21 .1 also allows the saving of seals in the cylinder-piston unit 21.1 and thus a faster and more cost-effective production and higher durability by wear resistance.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)

Abstract

La présente invention concerne une bielle réglable en longueur pour un moteur à combustion interne, en particulier un moteur à allumage commandé, comprenant une première partie de bielle et une deuxième partie de bielle, la première partie de bielle pouvant être déplacée par rapport à la deuxième partie de bielle, et au moins une unité cylindre-piston permettant de déplacer la première partie de bielle par rapport à la deuxième partie de bielle, l'unité cylindre-piston comprenant au moins un alésage de cylindre, un piston de réglage disposé de manière mobile longitudinalement dans l'alésage de cylindre, une tige de piston et au moins une première chambre de pression située dans l'alésage de cylindre, destinée à recevoir de l'huile moteur et délimitée d'un côté par une face frontale du piston de réglage mobile. L'objet de la présente invention est la mise au point d'une bielle réglable en longueur, pouvant être utilisée dans un espace de montage extrêmement limité et présentant la durée de vie élevée nécessaire. A cet effet, selon l'invention, le piston de réglage est étagé et présente au moins deux autres surfaces frontales, de sorte qu'au moins deux autres chambres de pression sont formées. L'invention concerne en outre l'utilisation d'une bielle de ce type dans un moteur à combustion interne et un moteur à combustion interne équipé d'une telle bielle réglable en longueur.
PCT/EP2017/078225 2016-11-03 2017-11-03 Bielle à piston étagé WO2018083263A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102016120942.2A DE102016120942A1 (de) 2016-11-03 2016-11-03 Pleuelstange mit Stufenkolben
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US2217721A (en) 1938-09-14 1940-10-15 Mary Adeline Reynolds Internal combustion engine
DE19835146A1 (de) * 1998-08-04 1999-06-10 Daimler Chrysler Ag Pleuelstange
EP1426584A1 (fr) 2002-11-27 2004-06-09 FEV Motorentechnik GmbH Bielle pour machine à pistons alternatifs avec taux de compression variablement réglable
DE102005055199A1 (de) 2005-11-19 2007-05-24 Fev Motorentechnik Gmbh Hubkolbenverbrennungskraftmaschine mit einstellbar veränderbarem Verdichtungsverhältnis
WO2013092364A1 (fr) 2011-12-23 2013-06-27 Avl List Gmbh Bielle de moteur à pistons alternatifs
WO2015055582A2 (fr) 2013-10-18 2015-04-23 Avl List Gmbh Bielle réglable en longueur
DE102015001066B3 (de) * 2015-01-29 2015-10-22 Armin Brunner Hydraulisch längenverstellbare Pleuelstange
DE102015203387A1 (de) * 2015-02-25 2016-08-25 Fev Gmbh Doppelt wirkender Kolben eines VCR-Motors

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US1747091A (en) * 1926-08-09 1930-02-11 Trbojevich Nikola Internal-combustion engine
US2217721A (en) 1938-09-14 1940-10-15 Mary Adeline Reynolds Internal combustion engine
DE19835146A1 (de) * 1998-08-04 1999-06-10 Daimler Chrysler Ag Pleuelstange
EP1426584A1 (fr) 2002-11-27 2004-06-09 FEV Motorentechnik GmbH Bielle pour machine à pistons alternatifs avec taux de compression variablement réglable
DE102005055199A1 (de) 2005-11-19 2007-05-24 Fev Motorentechnik Gmbh Hubkolbenverbrennungskraftmaschine mit einstellbar veränderbarem Verdichtungsverhältnis
WO2013092364A1 (fr) 2011-12-23 2013-06-27 Avl List Gmbh Bielle de moteur à pistons alternatifs
WO2015055582A2 (fr) 2013-10-18 2015-04-23 Avl List Gmbh Bielle réglable en longueur
DE102015001066B3 (de) * 2015-01-29 2015-10-22 Armin Brunner Hydraulisch längenverstellbare Pleuelstange
DE102015203387A1 (de) * 2015-02-25 2016-08-25 Fev Gmbh Doppelt wirkender Kolben eines VCR-Motors

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2019194025A1 (fr) * 2018-04-06 2019-10-10 株式会社Ihi Dispositif de compression variable et système de moteur
US11162440B2 (en) 2018-04-06 2021-11-02 Ihi Corporation Variable compression device and engine system

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AT519303A3 (de) 2019-03-15

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