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WO2013060433A1 - Mécanisme d'embiellage à plusieurs articulations pour un moteur à combustion interne, et procédé pour faire fonctionner un mécanisme d'embiellage à plusieurs articulations - Google Patents

Mécanisme d'embiellage à plusieurs articulations pour un moteur à combustion interne, et procédé pour faire fonctionner un mécanisme d'embiellage à plusieurs articulations Download PDF

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Publication number
WO2013060433A1
WO2013060433A1 PCT/EP2012/004390 EP2012004390W WO2013060433A1 WO 2013060433 A1 WO2013060433 A1 WO 2013060433A1 EP 2012004390 W EP2012004390 W EP 2012004390W WO 2013060433 A1 WO2013060433 A1 WO 2013060433A1
Authority
WO
WIPO (PCT)
Prior art keywords
eccentric shaft
drive
internal combustion
combustion engine
gear
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.)
Ceased
Application number
PCT/EP2012/004390
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German (de)
English (en)
Inventor
Matthias Brendel
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.)
Audi AG
Original Assignee
Audi AG
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 Audi AG filed Critical Audi AG
Publication of WO2013060433A1 publication Critical patent/WO2013060433A1/fr
Anticipated expiration legal-status Critical
Ceased 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
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/04—Engines with variable distances between pistons at top dead-centre positions and cylinder heads
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D15/00—Varying compression ratio
    • F02D15/02—Varying compression ratio by alteration or displacement of piston stroke

Definitions

  • the invention relates to a multi-link crank drive of an internal combustion engine, with a plurality of rotatably mounted on crank pin crankshaft coupling members and a plurality of rotatably mounted on crank pin eccentric shaft Anschpleu- elh, each of the coupling links pivotally connected to a piston connecting rod of a piston of the internal combustion engine and one of the Anlenkpleuel and the angular position of the eccentric shaft is adjustable by means of an adjusting device within a certain angle of rotation range.
  • the invention further relates to a method for operating a multi-link crank drive.
  • Multi-joint crank drives of the type mentioned are known from the prior art. They are usually part of the internal combustion engine, but can also be found in other areas application.
  • the multi-joint crank drive comprises the eccentric shaft whose rotation angle can be adjusted by means of an adjusting device, in particular as a function of an operating point of the internal combustion engine.
  • the multi-link crank drive has a number of coupling pistons corresponding to the number of pistons of the internal combustion engine, each of which is rotatably mounted on the corresponding crank pin of the crankshaft and has two arms protruding beyond the crankshaft on opposite sides and each having a pivot joint at its end.
  • One of the pivot joints is used for pivotal connection with the piston connecting rod, which connects one of the pistons of the internal combustion engine via the coupling member with the crankshaft.
  • Another of the pivot joints is used for pivotal connection with the so-called Anlenkpleuel, which is rotatably mounted with its other end on the crank pin of the eccentric shaft.
  • the compression ratio achieved in the cylinder assigned to the respective piston can be set, in particular as a function of the operating point of the internal combustion engine and / or the power stroke.
  • the eccentric shaft is brought into a specific, the desired compression ratio corresponding angular position.
  • the adjusting device is provided, by means of which the eccentric shaft is adjustable within the specific rotation angle range to an arbitrary angular position. This adjustment is usually controlled and / or regulated. Under The regulated setting is to be understood that the adjusting device is initially set and approached the desired angular position. Subsequently, the actual existing angular position of the eccentric shaft is checked. In the event of a deviation, the adjusting device is given a rotational angle position corrected by the deviation. This process is repeated until the actual rotational angular position of the eccentric shaft coincides with the desired rotational angular position.
  • EP 2 022 959 A2 is known from the prior art, for example, which shows a multi-joint crank drive in which the adjusting device for adjusting the rotational angle of the eccentric shaft comprises a lever arrangement via which a torque for setting the desired rotational angle position is applied to the eccentric shaft. Due to the large number of provided lever of the lever assembly, however, the adjusting device is maintenance-intensive. In addition, in the case of a regulated setting of the rotational angle position, oscillation around the desired rotational angle position can occur. Also, to hold the set angular position, the permanent supply of energy, also referred to as auxiliary power necessary.
  • the multi-link crank drive should be as low-wear as possible and therefore essentially maintenance-free.
  • the eccentric shaft can be fixed by means of a locking device in at least one rotational angle locking position.
  • the provision of the locking device is useful, in particular in the case of the regulated setting of the desired angular position of rotation described above. In this case, there may be an overshoot in the setting in which the desired rotational angle position is exceeded coming from below or below coming from above, which makes a tracking of the rotational angle position necessary. This results in a slow settling of the actual angular position present in the direction of the desired angular position, ie, only a slow adjustment to the desired rotational position.
  • At least one specific angular position is defined as the rotational angle blocking position.
  • the eccentric shaft can be fixed by means of the locking device.
  • the eccentric shaft is now fixed by means of the locking device when reaching the rotational angle locking position, so that they can not turn further. In this way, the settling is prevented and thus significantly reduces the time required to reach the desired angular position.
  • the locking device has a latching device with a latching element and a latching counter-element, wherein the latching counter-element has a corresponding with the at least one rotational locking position locking engagement.
  • the latching device is designed such that it establishes the latching connection between the latching element and the latching counter element upon reaching the desired rotational angle position by the current angular position of the eccentric shaft and thus keeps the eccentric shaft in the rotational angle locked position.
  • the eccentric shaft has the locking counter-element on the latching engagement, which cooperates detent with the latching element when the eccentric shaft is present in the rotational angle locking position.
  • several rotational locking positions and correspondingly more locking engagements may be provided on the locking counter-element.
  • the locking counter-element therefore has a corresponding number of locking operations.
  • the detent counter element is, for example, a detent disk, on the outer circumference of which there is at least one detent engagement as a depression.
  • the latching element can now be displaced in the radial direction with respect to the latching counter element and its central axis, so that it is spaced from the latching counter element or engages in the at least one latching engagement.
  • the latching element is spring-loaded by means of a spring element, wherein the spring force urges the latching element in the direction of the latching counter-element.
  • the latching element can in particular be present in a release position in which it is always disengaged from the latching counter element or its latching engagements. With appropriate control, the locking element reaches a detent position.
  • the latching element is urged in the direction of the locking counter-element, that it either - engages directly in the latching engagement with corresponding rotational angular position of the eccentric shaft that corresponds to the rotational-angle blocking position, or at least at Er- rich of the latching engagement corresponding to the latching engagement detent cooperates with this, to set the eccentric shaft in a rotational angle position corresponding to the rotational angle locking position.
  • the adjusting device comprises a gear with a driven wheel rotatably mounted on the eccentric shaft. It is therefore intended to adjust the eccentric shaft directly by means of the driven gear to the desired angular position, wherein the output gear is part of the transmission.
  • the driven wheel is driven, for example, by a drive device associated with the adjusting device.
  • the adjusting device allows setting within a rotation angle range of a maximum of 270 °, in particular a maximum of 180 °.
  • smaller rotational angle ranges of, for example, a maximum of 90 ° can be realized.
  • the driven gear With the help of the driven gear, a faster and more accurate setting of the rotational angle position is possible than with constructions known from the prior art.
  • a smaller number of parts is necessary, in particular accounts for the above-described lever of the lever assembly. Thus, the wear occurring during operation of the aisle crank drive is reduced and accordingly a low-maintenance operation possible.
  • the invention is also directed to a multi-joint crank drive of an internal combustion engine, which has the features of the preamble of claim 1 and is characterized by the output gear described here.
  • a development of the invention provides that a drive element of the transmission operatively connected to the driven wheel can be driven by means of a drive device.
  • the output gear is thus driven by means of the drive element, so that a torque for adjusting the rotational angle of the eccentric shaft is applied to this.
  • the drive element is operatively connected directly or indirectly to the drive device.
  • the transmission is a worm gear
  • the output gear is present as a worm wheel and a worm operatively connected to the worm wheel forms the drive element.
  • the worm gear is on Screw gear and consists of the worm wheel and the worm.
  • the worm wheel is designed in particular as a toothed wheel, which engages in the usually helically configured worm.
  • the worm is for example part of a shaft, which is provided for this purpose with at least one screw thread, or alternatively rotatably connected to a shaft.
  • the worm now represents the output gear, which is rotatably connected to the eccentric shaft.
  • the drive element is formed by the screw. The latter can be driven by means of the drive device.
  • a development of the invention provides that the drive device is operatively connected via a reduction gear with the drive element. Between the drive device and the drive element of the transmission, therefore, a further transmission, namely the reduction gear is provided. This serves to reduce the rotational speed, so that the drive device itself, for example an electric motor, has a higher rotational speed than the drive element. In this way, a drive device can be used, which only requires little space and at high speed, but with low torque works.
  • the reduction gear is a planetary gear.
  • the planetary gear comprises a sun gear, a ring gear and a planet carrier having at least one planetary gear operatively connecting the sun gear and the ring gear.
  • planetary gears are distributed uniformly over the circumference of the planetary gear between the sun gear and the ring gear.
  • Each of the elements sun gear, ring gear and planet carrier can be assigned to an input shaft or output shaft of the planetary gear.
  • the input shaft is connected to the drive device and the output shaft to the drive element to transmit torque.
  • the element of the planetary gear which is not operatively connected either directly to the input shaft or the output shaft is usually fixed to allow torque transmission.
  • the ring gear is directly operatively connected to the drive shaft and the sun gear directly to the output shaft, while the planet carrier is held stationary, for example by attachment to a housing of the reduction gear.
  • a development of the invention provides that the locking device is associated with a rotationally fixed receiving the worm of the worm gear drive shaft.
  • the Locking device serves insofar as the setting of the drive shaft, on which the worm of the worm gear is provided or arranged rotationally fixed.
  • the invention further relates to a method for operating a multi-joint crank mechanism of an internal combustion engine, in particular a multi-link crank mechanism according to the above embodiments, wherein the ehrgelenkskurbeltrieb a plurality of rotatably mounted on crank pins of a crankshaft coupling links and a plurality of rotatably mounted on crank pins of an eccentric shaft
  • Anschpleueln having each of the coupling links is pivotally connected to a piston connecting rod of a piston of the internal combustion engine and one of the Anlenkpleuel and the angular position of the eccentric shaft is adjusted by means of an adjusting device within a certain rotation angle range.
  • the eccentric shaft can be fixed by means of a locking device in at least one rotational angle locking position or is set upon reaching the at least one rotational angle position.
  • the multi-link crank mechanism may be developed as described above.
  • an aimed at the reduction of the compression ratio of the internal combustion engine adjusting the angular position is at least partially performed while a force acting on one of the Kolbenpleuel force on the eccentric shaft generates a supporting torque.
  • gas forces which are caused by the combustion within a cylinder associated with the piston of the internal combustion engine.
  • the gas forces cause a rotational movement of the coupling member about an axis of rotation of the crankshaft. Because in at least some rotational angular positions of the eccentric shaft acted upon by the gas forces Anschpleuel eccentrically engages the eccentric shaft, acting on this torque is generated.
  • the multi-joint crank drive is now designed such that the gas forces on the Anlenkpleuel especially at high compression ratios of the engine generate the torque such that a directed to the reduction of the compression ratio of the engine adjusting the angular position of the eccentric shaft is at least partially supported.
  • it is also provided in particular to carry out the adjustment at least partially, while the force acting on the Kolbenpleuel force generates the supporting torque.
  • very short adjustment times can be achieved in at least one direction of rotation of the eccentric shaft.
  • the torque must be overcome by the drive device, which is longer Stellmony results.
  • these are unproblematic in increasing the compression ratio of the internal combustion engine.
  • the multi-joint crank drive and a spring element in particular a torsion spring, be assigned, which is stretched by the supporting torque.
  • a spring element in particular a torsion spring
  • the stored energy in the spring element can be used to accelerate the setting of the desired angular position of the eccentric shaft.
  • the invention is additionally directed to an internal combustion engine with a multi-joint crank drive, which is designed according to the above embodiments.
  • FIG. 1 is a perspective view of a portion of an internal combustion engine
  • FIG. 2 shows a view of an adjusting device for setting a rotational angle position of an eccentric shaft
  • Figure 3 is a schematic representation of a locking device
  • FIG. 4 shows a schematic illustration of a region of the device known from FIG.
  • the internal combustion engine 1 shows a perspective view of a portion of an internal combustion engine 1, which as a series internal combustion engine, more precisely as a four-stroke four-cylinder in-line engine is present.
  • the internal combustion engine 1 has a crankshaft 2 and four pistons 3, each of which is movably mounted in one of four cylinders, not shown, of the internal combustion engine 1.
  • Each of the four pistons is connected by a Kolbenpleuel 4 with the crankshaft 2.
  • crankshaft 2 is rotatably mounted in shaft bearings (not shown here) of a likewise not shown cylinder crankcase of the internal combustion engine 1 and has a plurality of serving for storage centric shaft journals and four crank pins (not visible here), whose Longitudinal central axes are offset in different angular orientations parallel to a rotation axis 5 of the crankshaft 2.
  • the internal combustion engine 1 further comprises an eccentric shaft 6, which has an axis of rotation 5 parallel to the axis of rotation 5 of the crankshaft 2.
  • the eccentric shaft 6 is rotatably mounted, for example, in addition to the crankshaft 2 and slightly below this in the cylinder crankcase and coupled via a ehrgelenkskurbeltrieb 8 with the crankshaft 2.
  • the multi-joint crank mechanism 8 comprises a total of four coupling members 9, which are each rotatably mounted on one of the crank pins of the crankshaft 2.
  • Each of the coupling links 9 has a lifting arm 10, which is connected via a pivot joint 11 pivotally connected to a lower end of one of Kolbenpleuel 4.
  • each of the four pistons 3 is connected by the respective Kolbenpleuel 4 and the respective coupling member 1 1 with the crankshaft 2.
  • the multi-joint crank mechanism 8 further comprises a number of Anschpleuel 13 corresponding to the number of Kolbenpleuel 4 and the coupling members 9. These are aligned approximately parallel to the Kolbenpleueln 4 and in the axial direction of the crankshaft 2 and the eccentric shaft 6 in each case approximately the same plane as the associated Kolbenpleuel 4, but arranged on the opposite side of the crankshaft 2.
  • Each Anlenkpleuel 13 comprises a connecting rod 14 and two at opposite ends of the connecting rod 14 arranged connecting rod eyes 15 and 16, in particular with different inner diameters.
  • the larger connecting rod 16 of each Anlenkpleuels 13 at the lower end of the connecting rod 14 surrounds a relative to the axis of rotation 7 of the eccentric shaft 6 eccentric crank pin 17 of the eccentric shaft 6 on which the Anschpleuel 13 is rotatably supported by a pivot bearing 18.
  • the smaller connecting rod eye 15 at the upper end of the connecting rod 14 of each Anlenkpleuels 13 forms part of a pivot joint 19 between the Anlenkpleuel 13 and a longer coupling arm 20 of the adjacent coupling member 9, which projects on the side opposite the lifting arm 10 side of the crankshaft 2 on this.
  • the eccentric shaft 6 has between adjacent eccentric crank pin 17 and at their ends for supporting the eccentric shaft 6 in shaft bearings serving, to the axis of rotation 8 coaxial shaft portions 21.
  • a working stroke of the pistons 3 can be selected as a function of a momentary power stroke of the internal combustion engine 1 with the multi-angle crankshaft drive 8 described here.
  • the internal combustion engine 1 or the multi-joint crank drive 8 has an adjusting device 22, by means of which the rotational angle position of the eccentric shaft 6 is adjustable within a certain rotational angle range.
  • the adjusting device 22 has a gear 23 with a rotatably mounted on the eccentric shaft 6 driven gear 24.
  • a drive element 25 operatively connected to the output gear 24 can be driven by means of a drive device 26.
  • the drive device 26 is for example a small-sized electric motor, which is operated at high speed, but with low torque.
  • the gear 23 is in the embodiment shown here as a worm gear. This means that the drive element 25 is designed as a worm and the output gear 24 as a worm wheel.
  • the worm gear is preferably not self-locking.
  • the drive element 25 is arranged on a drive shaft 27 or rotatably connected thereto.
  • the drive shaft 27 is drivable by the drive device 26 via a reduction gear 28, which is designed as a planetary gear.
  • the multi-joint crank drive 8 also has a locking device 29, by means of which the eccentric shaft 6 can be fixed in at least one rotational angle locking position.
  • the locking device 29 can in principle be used with an arbitrarily designed adjusting device 22, so that not necessarily the embodiment described above with the rotatably mounted on the eccentric shaft 6 driven gear 24 must be used. Rather, an arbitrary adjusting device 22 can be realized.
  • the locking device 29 is located on the drive shaft 27, that is, between the drive means 26 and the reduction gear 28 and the drive member 25 is arranged.
  • the locking device 29 is formed as a latching device and has a locking element 30 which can cooperate with a locking counter-element 31 for fixing the eccentric shaft.
  • the locking counter-element 31 is formed as a disc and has numerous, the outer periphery of the disc by cross-engagement notches 32.
  • the locking element 30 is in relation to a rotational axis 33 of the drive shaft 27 in the radial direction displaceable such that it is spaced from the locking counter-element 31 or in a the latching interventions 32 engages. In the latter case, the eccentric shaft 6 is fixed in a rotational angle position corresponding to the rotational angle position of the latching engagement 32.
  • FIG. 2 shows a further view of the adjusting device 22. Further regions of the internal combustion engine 1, in particular the eccentric shaft 6, are not shown.
  • the embodiment of the adjusting device 22 corresponds to that already described with reference to FIG 1, so reference is made in this respect to the above statements.
  • a bearing 34 which both bearing receptacles 35 for the eccentric shaft 6 (shown are only the lower halves of the bearing receivers 35) and a bearing 36 for the drive shaft 27 has.
  • the output gear 24 has a toothing on its inner side in order to achieve the rotationally fixed attachment to the eccentric shaft 6.
  • the locking element 30 by means of an actuator 37 which comprises, for example, a solenoid actuator, with respect to the axis of rotation 33 of the drive shaft 27 is displaceable in the radial direction, in particular in a release position and a detent position.
  • the locking engagement 32 are spaced apart by webs 38, which may have different heights in the radial direction.
  • FIG. 4 shows a schematic representation of a region of the internal combustion engine 1.
  • the gas forces acting on one of the pistons 3 are indicated (arrow 39). These are transmitted via the Kolbenpleuel 4 and the coupling member 9 on the Anlenkpleuel 13, wherein according to the indicated lever paths a and b of the coupling arm 20 and the lifting arm 10, a corresponding translation takes place because the coupling member 9 rotatable relative to the axis of rotation 5 of the crankshaft 2 is stored.
  • a spring element in particular a torsion spring.
  • the spring element is tensioned with the assisting torque caused by the gas forces (arrow 39).
  • the stored spring forces can then be exploited in an adjustment of the eccentric shaft 6 in the direction of higher compression ratios in order to achieve short positioning times here.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Transmission Devices (AREA)

Abstract

L'invention concerne un mécanisme d'embiellage (8) à plusieurs articulations pour un moteur à combustion interne (1), qui comporte une pluralité d'éléments d'accouplement (9) montés rotatifs sur des manetons d'un vilebrequin (2) et une pluralité de biellettes articulées (13) montées rotatives sur des manetons (17) d'un arbre d'excentrique (6), chacun des éléments d'accouplement (9) étant relié pivotant à une bielle (4) d'un piston (3) du moteur à combustion interne (1) et à une bielle articulée (13), et la position angulaire de rotation de l'arbre d'excentrique (6) pouvant être ajustée à l'aide d'un dispositif d'ajustement (22) sur une plage définie d'angles de rotation. Selon l'invention, l'arbre d'excentrique (6) peut être immobilisé dans au moins une position angulaire de rotation à l'aide d'un dispositif de blocage (29). La présente invention concerne en outre un procédé pour faire fonctionner un mécanisme d'embiellage (8) à plusieurs articulations.
PCT/EP2012/004390 2011-10-26 2012-10-19 Mécanisme d'embiellage à plusieurs articulations pour un moteur à combustion interne, et procédé pour faire fonctionner un mécanisme d'embiellage à plusieurs articulations Ceased WO2013060433A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102011116952.4 2011-10-26
DE102011116952.4A DE102011116952B4 (de) 2011-10-26 2011-10-26 Mehrgelenkskurbeltrieb einer Brennkraftmaschine sowie Verfahren zum Betreiben eines Mehrgelenkskurbeltriebs

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WO2013060433A1 true WO2013060433A1 (fr) 2013-05-02

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PCT/EP2012/004390 Ceased WO2013060433A1 (fr) 2011-10-26 2012-10-19 Mécanisme d'embiellage à plusieurs articulations pour un moteur à combustion interne, et procédé pour faire fonctionner un mécanisme d'embiellage à plusieurs articulations

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DE (1) DE102011116952B4 (fr)
WO (1) WO2013060433A1 (fr)

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DE102014018897B3 (de) * 2014-12-17 2016-01-21 Audi Ag Verfahren zum Betreiben einer Brennkraftmaschine mit einem Mehrgelenkskurbeltrieb unter Verstellen einer Exzenterwelle
DE102014015884B3 (de) * 2014-10-27 2016-02-18 Audi Ag Mehrgelenkskurbeltrieb für einen Reihenzylinderblock einer Brennkraftmaschine sowie entsprechende Brennkraftmaschine
DE102014014706B3 (de) * 2014-10-02 2016-04-07 Audi Ag Mehrgelenkskurbeltrieb für eine Brennkraftmaschine mit axial beweglicher Steuerwelle und kulissengeführten drehbaren Exzentern auf der Steuerwelle
DE102014018525A1 (de) 2014-12-12 2016-06-16 Audi Ag Mehrgelenkskurbeltrieb für eine Brennkraftmaschine mit Fail-Safe-Exzenterwellen-Feststellvorrichtung
DE102014018898A1 (de) 2014-12-17 2016-06-23 Audi Ag Mehrgelenkskurbeltrieb für eine Brennkraftmaschine mit einem Exzenterwellen-Stellantrieb umfassend ein schaltbares Getriebe mit mindestens zwei verschiedenen Untersetzungsverhältnissen
WO2016096062A1 (fr) * 2014-12-17 2016-06-23 Audi Ag Mécanisme à manivelle à articulations multiples d'un moteur à combustion interne, muni d'un mécanisme de commande à arbre à excentrique comprenant un engrenage présentant un degré d'efficacité asymétrique
CN110966087A (zh) * 2018-09-30 2020-04-07 长城汽车股份有限公司 偏心轴驱动机构和可变压缩比机构

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DE102014201978B4 (de) 2014-02-04 2021-10-28 Ovalo Gmbh Anordnung zum Antreiben einer Verstellwelle zum Verstellen des Expansionshubes und/oder des Verdichtungsverhältnisses eines Verbrennungsmotors
DE102014201981B4 (de) 2014-02-04 2021-11-04 Ovalo Gmbh Anordnung zum Antreiben einer Verstellwelle zum Verstellen des Expansionshubes und/oder des Verdichtungsverhältnisses eines Verbrennungsmotors
DE102014112689B4 (de) 2014-02-04 2024-08-08 Ovalo Gmbh Koaxialgetriebe und Anordnung zum Antreiben einer Verstellwelle zum Verstellen des Expansionshubes und/oder des Verdichtungsverhältnisses eines Verbrennungsmotors
DE102014201986A1 (de) 2014-02-04 2015-08-06 Ovalo Gmbh Kraftfahrzeugbaugruppe mit einem Aktuator zum Antreiben einer Verstellwelle
DE202014004439U1 (de) 2014-02-04 2015-05-05 Ovalo Gmbh Anordnung zum Antreiben einer Verstellwelle zum Verstellen des Expansionshubes und/oder des Verdichtungsverhältnisses eines Verbrennungsmotors
DE102014201979B4 (de) 2014-02-04 2022-10-06 Ovalo Gmbh Anordnung zum Antreiben einer Verstellwelle zum Verstellen des Expansionshubes und/oder des Verdichtungsverhältnisses eines Verbrennungsmotors
DE102014201985A1 (de) 2014-02-04 2015-08-06 Ovalo Gmbh Anordnung zum Antreiben einer Verstellwelle eines Kraftfahrzeugs
DE102014201984A1 (de) 2014-02-04 2015-08-06 Ovalo Gmbh Anordnung zum Antreiben einer Verstellwelle eines Kraftfahrzeugs
DE102014201982A1 (de) 2014-02-04 2015-08-06 Ovalo Gmbh Verbrennungsmotor mit einem Aktuator zum Antreiben einer Verstellwelle zum Verstellen des Expansionshubes und/oder des Verdichtungsverhältnisses des Verbrennungsmotors
DE102014201983A1 (de) 2014-02-04 2015-08-06 Ovalo Gmbh Anordnung zum Antreiben einer Verstellwelle eines Kraftfahrzeuges
DE102014012506B3 (de) * 2014-08-22 2015-11-12 Audi Ag Verfahren zum Betreiben eines Mehrgelenkskurbeltriebs für eine Brennkraftmaschine sowie entsprechender Mehrgelenkskurbeltrieb
DE102014015879B3 (de) * 2014-10-27 2015-10-15 Audi Ag Verfahren zum Betreiben einer Brennkraftmaschine sowie entsprechende Brennkraftmaschine
DE102015112691A1 (de) 2015-08-03 2017-02-09 Ovalo Gmbh Aktuator, insbesondere zum Ankoppeln an die Verstellwelle eines Verbrennungsmotors zum Einstellen des Expansionshubes und/oder des Verdichtungsverhältnisses
DE102015112690B4 (de) 2015-08-03 2023-04-20 Ovalo Gmbh Aktuatorsystem, insbesondere zum Ankoppeln an die Verstellwelle eines Verbrennungsmotors zum Einstellen des Expansionshubes und/oder des Verdichtungsverhältnisses
LU92788B1 (de) * 2015-08-03 2017-02-14 Ovalo Gmbh Aktuator, insbesondere zum Ankoppeln an die Verstellwelle eines Verbrennuzngsmotors zum Einstellen des Expansionshubes und/oder des Verdichtungsverhältnisses
DE102015112693A1 (de) 2015-08-03 2017-02-09 Ovalo Gmbh Aktuator, insbesondere zum Ankoppeln an die Verstellwelle eines Verbrennungsmotors zum Einstellen des Expansionshubes und/oder des Verdichtungsverhältnisses
DE102015017286B3 (de) 2015-08-03 2023-05-04 Ovalo Gmbh Aktuator, insbesondere zum Ankoppeln an die Verstellwelle eines Verbrennungsmotors zum Einstellen des Expansionshubes und/oder des Verdichtungsverhältnisses
DE102015112684A1 (de) 2015-08-03 2017-02-09 Ovalo Gmbh Aktuator, insbesondere zum Ankoppeln an die Verstellwelle eines Verbrennungsmotors zum Einstellen des Expansionshubes und/oder des Verdichtungsverhältnisses
US10876473B2 (en) 2015-08-03 2020-12-29 Ovalo Gmbh Actuator, in particular for coupling to the adjusting shaft of an internal combustion engine to adjust the expansion stroke and/or the compression ratio
DE102015112695B3 (de) * 2015-08-03 2016-10-06 Ovalo Gmbh Aktuator, insbesondere zum Ankoppeln an die Verstellwelle eines Verbrennungsmotors zum Einstellen des Expansionshubes und/oder des Verdichtungsverhältnisses
DE102015112688B4 (de) 2015-08-03 2018-11-08 Ovalo Gmbh Aktuator, insbesondere zum Ankoppeln an die Verstellwelle eines Verbrennungsmotors zum Einstellen des Expansionshubes und/oder des Verdichtungsverhältnisses
DE102015112692B3 (de) * 2015-08-03 2016-10-13 Ovalo Gmbh Aktuator, insbesondere zum Ankoppeln an die Verstellwelle eines Verbrennungsmotors zum Einstellen des Expansionshubes und/oder des Verdichtungsverhältnisses
DE102015112689B3 (de) * 2015-08-03 2016-10-06 Ovalo Gmbh Aktuator, insbesondere zum Ankoppeln an die Verstellwelle eines Verbrennungsmotors zum Einstellen des Expansionshubes und/oder des Verdichtungsverhältnisses
DE102015114823B4 (de) 2015-09-04 2019-05-09 Ovalo Gmbh Aktuator, der zum Verändern des Expansionshubes und/oder des Verdichtungsverhältnisses eines Verbrennungsmotors ausgebildet ist; System beinhaltend einen Aktuator und einen Verbrennungsmotor
DE102016210865A1 (de) 2016-06-17 2017-12-21 Schaeffler Technologies AG & Co. KG Stellvorrichtung
JP6683560B2 (ja) * 2016-07-01 2020-04-22 日立オートモティブシステムズ株式会社 内燃機関の制御装置及びその制御方法
DE102017124914A1 (de) * 2017-10-25 2018-11-08 Schaeffler Technologies AG & Co. KG Aktuator zur Verstellung des Verdichtungsverhältnisses eines Hubkolbenmotors
DE102018100905B3 (de) 2018-01-17 2019-01-31 Schaeffler Technologies AG & Co. KG Verfahren zur Überwachung eines Hubkolbenmotors mit variablem Verdichtungsverhältnis
CN111379619B (zh) * 2018-12-28 2021-10-15 长城汽车股份有限公司 可变压缩比机构及其控制方法
EP3751173A1 (fr) 2019-06-12 2020-12-16 Ovalo GmbH Dispositif de réglage pour un moteur à combustion interne

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