EP1199452A1 - Moteur à combustion interne, à rapport volumétrique variable, avec dispositif de réglage intégré - Google Patents

Moteur à combustion interne, à rapport volumétrique variable, avec dispositif de réglage intégré Download PDF

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Publication number
EP1199452A1
EP1199452A1 EP01112514A EP01112514A EP1199452A1 EP 1199452 A1 EP1199452 A1 EP 1199452A1 EP 01112514 A EP01112514 A EP 01112514A EP 01112514 A EP01112514 A EP 01112514A EP 1199452 A1 EP1199452 A1 EP 1199452A1
Authority
EP
European Patent Office
Prior art keywords
pinion
piston
crankshaft
internal combustion
combustion engine
Prior art date
Legal status (The legal status 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 status listed.)
Withdrawn
Application number
EP01112514A
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German (de)
English (en)
Inventor
Kurt Imren Dipl.-Ing. Yapici
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
FEV Europe GmbH
Original Assignee
FEV Motorentechnik GmbH and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by FEV Motorentechnik GmbH and Co KG filed Critical FEV Motorentechnik GmbH and Co KG
Publication of EP1199452A1 publication Critical patent/EP1199452A1/fr
Withdrawn legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/04—Engines with variable distances between pistons at top dead-centre positions and cylinder heads
    • F02B75/047—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of variable crankshaft position

Definitions

  • DE-A-198 41 381 discloses further embodiments for such Adjustment devices known. All known embodiments however require special designs of the engine block.
  • the invention has for its object a piston internal combustion engine with adjustable compression ratio create that structurally simpler and cheaper to build is finished.
  • a piston internal combustion engine of this type has the advantage that through the side next to the crankshaft and parallel for this purpose, the control shaft is mounted in an area of the engine block can be arranged by the between the cylinders effective on the one hand and the crankshaft on the other Forces are practically not burdened.
  • the Arrangement can be made so that the outer Dimensions of the crankcase are practically not changed and therefore no enlargement of the engine compartment for the vehicle becomes necessary. It is particularly useful here if the control shaft with its bearings next to each side the main camps is arranged.
  • tooth elements from neighboring control arms over a pinion element are interconnected. This is done from one end of the control shaft to the other end of the Control shaft a chain-like transmission of the control torque, because each one of the actuating arms is springy from one side braced pinion and from the other side engages with the control shaft firmly connected pinion.
  • arrangement allows that the two pinions of the pinion element via a torsion spring tube are interconnected.
  • a pinion element is easy to manufacture and allows a cheap one Design of the tension between the two pinions required springs to use a torsion spring tube, since the length of the pinion element, i.e. H. the distance between the two pinions approximately the distance between two cylinder axes or between two main camps.
  • control shaft is hollow and that the pinion elements each connected to it by local expansion are.
  • the hollow shaft is expanded with the pinion element only in the area of the pinion that is fixed to the shaft to be connected. This gives you the opportunity to Inner diameter of the torsion spring tube on the one hand and the To dimension the outside diameter of the undeformed hollow shaft so that a plain bearing fit is given and accordingly the relatively rotatable pinion accordingly on the hollow shaft is stored, while the pinion to be fixed by the Widening of the hollow shaft is firmly connected to this.
  • control shaft with bearing bodies for storage in Engine block is provided, whose outer diameter is larger than the outer diameter of the pinion.
  • the bearings for the Control shaft is always conveniently located next to a main crankshaft bearing are arranged, but there is also Possibility of the bottom of the engine block in full Length covering frame or lattice-shaped bearing component in the form of a so-called bed plate, correspondingly to provide the bearings for the control shaft.
  • the bearing body can also be expanded with the Control shaft are firmly connected. Because the control shaft is not is rotated continuously, the arrangement is special Plain bearing bushes or plain bearing shells are not required.
  • the actuating shaft with its bearing bodies can be directly in the material the engine block, which is made of gray cast iron or light metal cast can be produced, stored. The oil supply can via so-called catch holes.
  • the eccentric ring is composed of two sections is, the division plane through the axis of rotation the crankshaft runs and that at least a portion with an actuating arm is provided with a tooth element.
  • each section with an actuator arm is provided with a tooth element, the two actuating arms overlap the bearing housing assigned to the eccentric ring on the side.
  • a separate, Actuator controllable via a motor control device be provided with countershaft transmission.
  • a Actuator provided, which is formed by a with the Drive shaft connected drive wheel with large outer diameter, the two drive wheels with small diameter in constant engagement are assigned, each with a switchable Coupling are connected, the drive on the opposite side optionally drivable and with a drive with constant direction of rotation is connectable by switching, as well as by a switchable parking brake, each time the Clutch releases.
  • a magnetic one is preferred Slip clutch, on the one hand, a smooth rotation of the Actuating shaft causes and on the other in addition to that by given the small drive wheels and the large driven wheel Translation allows a reduction in the adjustment speed.
  • crankshaft 1 With its crankshaft bearings 2 in eccentric rings 3 mounted, which in turn can be rotated in corresponding Support bearings 4 of an indicated engine block stored are. With the crankshaft 1 are the connecting rods 5 each connected here only schematically indicated piston 6.
  • the Crankshaft 1 is shown in a position in which the pistons 6.1 and 6.4 are in the top dead center position, while the pistons 6.2 and 6.3 are in the bottom dead center are located.
  • Each eccentric ring 3 is rigidly connected to an actuating arm 8, which is provided with a tooth element 9 at its free end is.
  • the tooth elements 9 each have a pinion element 10 engaged with one in the side of the engine block and connected to the crankshaft 1 mounted actuator shaft 11 are.
  • the adjusting shaft 11 is only indicated here Actuator 12 connected.
  • FIG. 2 is an end view in a partial vertical section to a main bearing area of the crankshaft in the engine block shown according to Fig.1. A more detailed description it is not necessary because the individual components based on their Reference symbols can be identified in connection with FIG. 1.
  • sectional view acc. Fig. 3 leaves the constructive assignment the control shaft 10 and a special embodiment recognize the pinion elements.
  • the eccentric rings 3 are each with two parallel Arm 8.1 and 8.2 provided, each at their ends are provided with corresponding tooth elements 9.
  • the tooth elements 9 of an eccentric ring 3 are each with axial Spaced from each other. Only the eccentric ring on the end 3.1 is 8.0 with only one control arm and corresponding provided only one tooth element.
  • the pinion element 10 formed by two pinions 10.1 and 10.2, the firmly connected to one another via a torsion spring tube 15 are.
  • the arrangement is such that the pinion element 10 firmly in the area of its pinion 10.1 the control shaft 11 is connected, for example by a Widen the hollow shaft or by a corresponding connection procedure, during the subsequent Area of the torsion spring 15 and the pinion 10.2 on the Actuating shaft 11 with respect to the pinion firmly connected to this 10.1 is relatively rotatable.
  • the adjusting shaft 11 is connected to bearing bodies 16, the Outside diameter is larger than the outside diameter of the pinion elements 10, so that the control shaft 11 with attached pinion elements 10 in total through corresponding holes in Engine block can be pushed through.
  • the eccentric rings are each formed from two sections 3.1 (Fig. 4) and 3.2 (Fig. 6).
  • the arrangement is made so that starting from the actuating arm 8.0, the one assigned to it Pinion 10.1 is firmly connected to the actuating shaft 11 and Via the torsion spring tube 15, the pinion 10.2 with the tooth element 9 on the actuating arm 8.2 of the adjacent eccentric ring 3 is engaged.
  • the individual are correspondingly continuous successive eccentric rings 3 each via pinion elements 10 connected together. Because the gearing of the pinion 10.1 compared to the pinion 10.2 of a pinion element 10 offset by a small amount in the circumferential direction is arranged, there is the possibility of mounting each the tooth elements connected to one another via the pinion element to brace against each other and so the backlash excluded.
  • the two small drive wheels 18.1 and 18.2 each with one switchable coupling 19.1 and 19.2 connected as magnetic Slip clutches are formed.
  • the driving part 20.1 and 20.2 of the slip clutches is in the unswitched state freely rotatable relative to the part to be driven 21.1 and 21.2, each connected to the drive wheel 18.1 or 18.2 is.
  • the driving part 20 of the two slip clutches is over a pulley 23 and connected to the crankshaft 1 a belt 22 driven, the belt 22 on the two driving parts 20.1 and 20.2 is passed so that with the belt 22 running in the same direction (arrow 24) by switching the clutches the drive wheels 18.1 or 18.2 are turned in opposite directions can.
  • Eccentric rings 3 is through a corresponding belt tensioning device compensated, which is not shown here.
  • the driven wheel 17 is, as indicated in FIG. 9, a switchable parking brake 25 assigned by the in operation via the driven wheel 17, the control shaft 11 in each their set position is held and so that each set compression ratio is fixed. Should the compression ratio will be changed depending on the adjustment direction specified by the control device one of the two clutches 20.1 or 20.2 activated and the Parking brake 25 released, so that to change the Compression ratio specified by the control device Pivoting can be performed. Once the end position the parking brake is applied and the clutch switched off, so that the driving part 20.1 or 20.2 is again free in the direction of flow of the belt 22 can rotate predetermined direction of rotation without that via the drive wheels 18.1 and 18.2 a force effect takes place on the driven wheel 17.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
EP01112514A 2000-10-16 2001-05-23 Moteur à combustion interne, à rapport volumétrique variable, avec dispositif de réglage intégré Withdrawn EP1199452A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10051271 2000-10-16
DE10051271.2A DE10051271B4 (de) 2000-10-16 2000-10-16 In ihrem Verdichtungsverhältnis einstellbare Kolbenbrennkraftmaschine mit integriertem Verstellaktuator

Publications (1)

Publication Number Publication Date
EP1199452A1 true EP1199452A1 (fr) 2002-04-24

Family

ID=7659987

Family Applications (1)

Application Number Title Priority Date Filing Date
EP01112514A Withdrawn EP1199452A1 (fr) 2000-10-16 2001-05-23 Moteur à combustion interne, à rapport volumétrique variable, avec dispositif de réglage intégré

Country Status (4)

Country Link
US (1) US6588384B2 (fr)
EP (1) EP1199452A1 (fr)
JP (1) JP2002174132A (fr)
DE (1) DE10051271B4 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2007039103A1 (fr) * 2005-10-01 2007-04-12 Daimler Ag Moteur a combustion presentant un taux de compression variable
WO2012139618A1 (fr) * 2011-04-15 2012-10-18 Daimler Ag Procédé de fonctionnement d'un dispositif de réglage servant à régler de manière variable un taux de compression d'un moteur à combustion interne
WO2012139616A1 (fr) * 2011-04-15 2012-10-18 Daimler Ag Dispositif de réglage permettant de régler de façon variable un taux de compression d'un moteur à combustion interne
WO2012139605A1 (fr) * 2011-04-15 2012-10-18 Daimler Ag Dispositif de réglage pour le réglage variable d'un taux de compression d'un moteur à combustion interne

Families Citing this family (28)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3906754B2 (ja) * 2002-07-12 2007-04-18 トヨタ自動車株式会社 クランク軸受
DE10258872A1 (de) 2002-12-17 2004-07-08 Robert Bosch Gmbh Verfahren und Vorrichtung zum Betrieb eines mehrzylindrigen Verbrennungsmotors mit variablem Verdichtungsverhältnis
DE10319666A1 (de) 2003-05-02 2004-11-18 Robert Bosch Gmbh Verfahren und Vorrichtung zur Einstellung einer variablen Verdichtung bei einem Verbrennungsmotor
US7007640B2 (en) * 2003-07-25 2006-03-07 Masami Sakita Engine with a variable compression ratio
JP4229867B2 (ja) * 2004-03-31 2009-02-25 本田技研工業株式会社 圧縮比可変機構を備える内燃機関を備える動力装置
US7174865B2 (en) * 2004-07-19 2007-02-13 Masami Sakita Engine with a variable compression ratio
US7370613B2 (en) * 2004-11-30 2008-05-13 Caterpillar Inc. Eccentric crank variable compression ratio mechanism
DE102005020270A1 (de) * 2005-04-30 2006-11-09 Daimlerchrysler Ag Brennkraftmaschine mit variablem Verdichtungsverhältnis
US6971342B1 (en) * 2005-06-01 2005-12-06 Grabbe Wallace W Adjustable compression ratio apparatus
JP4822184B2 (ja) * 2006-09-15 2011-11-24 本田技研工業株式会社 ストローク特性可変エンジン
US20100006057A1 (en) * 2006-10-03 2010-01-14 Edward Charles Mendler Oil seal
US7631620B2 (en) 2007-03-17 2009-12-15 Victor Chepettchouk Variable compression ratio mechanism for an internal combustion engine
JP2009085187A (ja) * 2007-10-03 2009-04-23 Yamaha Motor Co Ltd 圧縮比可変エンジン
US7661396B2 (en) * 2007-12-08 2010-02-16 Masami Sakita Actuation subsystem of variable compression ratio control system for internal combustion engine
US20100294246A1 (en) * 2007-12-31 2010-11-25 Fev Motorentechnik Gmbh Parallel crank drive
DE102008040459A1 (de) * 2008-07-16 2010-01-21 Zf Friedrichshafen Ag Verstellvorrichtung eines Verbrennungsmotors
DE102008050826A1 (de) * 2008-10-08 2010-04-15 Schaeffler Kg Verstellvorrichtung zur Lageveränderung einer in Exzenterbuchsen gelagerten Kurbelwelle eines Verbrennungsmotors
DE102008050827A1 (de) 2008-10-08 2010-04-15 Schaeffler Kg Verstellvorrichtung für eine Kurbelwelle eines Verbrennungsmotors sowie Verfahren zu deren Ansteuerung
KR101090801B1 (ko) * 2009-06-30 2011-12-08 현대자동차주식회사 가변 압축비 장치
FI121283B (fi) * 2009-08-17 2010-09-15 Aulis Pohjalainen Moottorin sylinteripaineen säädin
US8267055B2 (en) * 2009-09-03 2012-09-18 Manousos Pattakos Variable compression ratio engine
CN102562214B (zh) * 2010-12-21 2014-10-29 上海尤顺汽车部件有限公司 用于产生发动机的辅助气门运动的复合摇臂装置
DE102011017197A1 (de) 2011-04-15 2012-10-18 Daimler Ag Hubkolben-Verbrennungskraftmaschine
JP2015510071A (ja) 2012-02-09 2015-04-02 メンドラー，エドワード，チャールズ 可変圧縮比エンジン
US8671895B2 (en) 2012-05-22 2014-03-18 Michael Inden Variable compression ratio apparatus with reciprocating piston mechanism with extended piston offset
DE102013003813A1 (de) * 2013-03-04 2014-09-04 GM Global Technology Operations LLC (n. d. Gesetzen des Staates Delaware) Verbrennungsmotor mit einem Exzenterverstellantrieb einer Kurbelwelle für eine variable Verdichtung
CN105697142B (zh) * 2014-11-28 2018-08-10 上海汽车集团股份有限公司 发动机
US10989108B2 (en) * 2018-07-31 2021-04-27 Ford Global Technologies, Llc Methods and systems for a variable compression engine

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US3861239A (en) * 1972-06-05 1975-01-21 Edward M Mcwhorter Internal combustion engine combustion control crankshaft
DE2935073A1 (de) 1979-08-30 1981-03-12 Scherf, geb. Kindermann, Eva, 8431 Kemnath Hubkolbenmotor
DE2935977A1 (de) 1979-09-06 1981-03-12 Scherf, geb. Kindermann, Eva, 8431 Kemnath Hubkolbenmotor.
DE3004402A1 (de) 1980-02-07 1981-08-13 Daimler-Benz Ag, 7000 Stuttgart Kurbeltrieb einer hubkolben-brennkraftmaschine mit waehrend des betriebes veraenderbarem kompressionsverhaeltnis
DE3030615A1 (de) 1980-08-13 1982-02-18 Gerhard 8501 Allersberg Mederer Hubkolbenmotor
WO1986007115A1 (fr) * 1985-05-24 1986-12-04 Robert Alan Cooper Manivelle de vilebrequin
DE3601528A1 (de) 1986-01-20 1987-07-23 Wolfgang Schwarz Brennkraft-kolbenmaschine, reihenmotor mit variablem verdichtungsverhaeltnis
DE3644721A1 (de) 1986-12-30 1988-07-14 Erich Schmid Vorrichtung fuer eine hubkolbenmaschine mit variablem brennraum
DE3715391A1 (de) 1987-05-08 1988-12-01 Gerhard Mederer Brennkraftmaschine oder sonstiger antrieb
DE19841381A1 (de) 1997-10-31 1999-05-06 Fev Motorentech Gmbh & Co Kg Kolbenbrennkraftmaschine mit einstellbarem Verdichtungsverhältnis

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FR2479376A1 (fr) * 1980-03-31 1981-10-02 Glaenzer Spicer Sa Accouplement entre deux arbres rotatifs
US4346677A (en) * 1980-09-02 1982-08-31 Nye Norman H Combustion engine with substantially constant compression
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US5700186A (en) * 1995-12-04 1997-12-23 Western Atlas Inc. Motorized spindle with indexing fixture
US5845397A (en) * 1997-02-21 1998-12-08 Cummins Engine Company, Inc. Static timing method for heavy duty diesel engines
JPH11218037A (ja) 1997-10-31 1999-08-10 Fev Motorentechnik Gmbh & Co Kg 調整可能な圧縮比を有するピストン内燃機関
JP4605907B2 (ja) * 1999-03-24 2011-01-05 エフ・エー・フアウ・モトーレンテヒニック・ゲゼルシヤフト・ミト・ベシユレンクテル・ハフツング 前後で同軸にかつ互いに横方向間隔をおいて配置された軸線平行な２本の軸を連結する連結要素
JP4062867B2 (ja) * 2000-07-31 2008-03-19 日産自動車株式会社 可変圧縮比機構を備えた内燃機関

Patent Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3861239A (en) * 1972-06-05 1975-01-21 Edward M Mcwhorter Internal combustion engine combustion control crankshaft
DE2935073A1 (de) 1979-08-30 1981-03-12 Scherf, geb. Kindermann, Eva, 8431 Kemnath Hubkolbenmotor
DE2935977A1 (de) 1979-09-06 1981-03-12 Scherf, geb. Kindermann, Eva, 8431 Kemnath Hubkolbenmotor.
DE3004402A1 (de) 1980-02-07 1981-08-13 Daimler-Benz Ag, 7000 Stuttgart Kurbeltrieb einer hubkolben-brennkraftmaschine mit waehrend des betriebes veraenderbarem kompressionsverhaeltnis
DE3030615A1 (de) 1980-08-13 1982-02-18 Gerhard 8501 Allersberg Mederer Hubkolbenmotor
WO1986007115A1 (fr) * 1985-05-24 1986-12-04 Robert Alan Cooper Manivelle de vilebrequin
DE3601528A1 (de) 1986-01-20 1987-07-23 Wolfgang Schwarz Brennkraft-kolbenmaschine, reihenmotor mit variablem verdichtungsverhaeltnis
DE3644721A1 (de) 1986-12-30 1988-07-14 Erich Schmid Vorrichtung fuer eine hubkolbenmaschine mit variablem brennraum
DE3715391A1 (de) 1987-05-08 1988-12-01 Gerhard Mederer Brennkraftmaschine oder sonstiger antrieb
DE19841381A1 (de) 1997-10-31 1999-05-06 Fev Motorentech Gmbh & Co Kg Kolbenbrennkraftmaschine mit einstellbarem Verdichtungsverhältnis

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2007039103A1 (fr) * 2005-10-01 2007-04-12 Daimler Ag Moteur a combustion presentant un taux de compression variable
US7934475B2 (en) 2005-10-01 2011-05-03 Daimler A G Internal combustion engine having a variable compression ratio
WO2012139618A1 (fr) * 2011-04-15 2012-10-18 Daimler Ag Procédé de fonctionnement d'un dispositif de réglage servant à régler de manière variable un taux de compression d'un moteur à combustion interne
WO2012139616A1 (fr) * 2011-04-15 2012-10-18 Daimler Ag Dispositif de réglage permettant de régler de façon variable un taux de compression d'un moteur à combustion interne
WO2012139605A1 (fr) * 2011-04-15 2012-10-18 Daimler Ag Dispositif de réglage pour le réglage variable d'un taux de compression d'un moteur à combustion interne

Also Published As

Publication number Publication date
DE10051271A1 (de) 2002-04-25
DE10051271B4 (de) 2015-07-16
JP2002174132A (ja) 2002-06-21
US20020043229A1 (en) 2002-04-18
US6588384B2 (en) 2003-07-08

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