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WO2016096062A1 - 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 - Google Patents

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 Download PDF

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Publication number
WO2016096062A1
WO2016096062A1 PCT/EP2015/002115 EP2015002115W WO2016096062A1 WO 2016096062 A1 WO2016096062 A1 WO 2016096062A1 EP 2015002115 W EP2015002115 W EP 2015002115W WO 2016096062 A1 WO2016096062 A1 WO 2016096062A1
Authority
WO
WIPO (PCT)
Prior art keywords
eccentric shaft
internal combustion
combustion engine
drive
actuator
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/EP2015/002115
Other languages
German (de)
English (en)
Inventor
Rene HOELLER;
Christian Pruetting
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 WO2016096062A1 publication Critical patent/WO2016096062A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

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
    • 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
    • F16H—GEARING
    • F16H49/00—Other gearings
    • F16H49/001—Wave gearings, e.g. harmonic drive transmissions

Definitions

  • Multi-joint crank drive for an internal combustion engine with an eccentric shaft actuator comprising a transmission with asymmetrical transmission efficiency
  • the invention relates to a multi-link crank drive for an internal combustion engine according to the preamble of claim 1, an internal combustion engine according to the preamble of claim 7 and a method for operating a multi-link crank drive according to the preamble of claim 8.
  • Multi-joint crank drives are used in variable compression ratio ("engine") engines where significant fuel savings can be achieved by adjusting the compression ratio to the load requirements.
  • Engine variable compression ratio
  • Internal combustion engines with a multi-joint crank drive of the aforementioned type are known, for example, from DE-A-102009000772, WO-A-2013060433 or EP-A-1197647.
  • the multi-joint crank drive known from WO-A-2013060433 for a 4-cylinder inline internal combustion engine comprises, for example, a number of coupling members corresponding to the number of cylinders, each rotatably mounted on a crankpin crankpin and projecting two opposite sides over the crankshaft have their end each provided with a pivot arms.
  • One of the two pivot joints of each coupling member serves for the articulation of a Kolbenpleuels, which connects an adjacent piston of the internal combustion engine via the coupling member with the crankshaft.
  • the other pivot serves to articulate a Anlenkpleuels whose opposite end is rotatably mounted on an eccentric eccentric shaft.
  • the eccentric shaft has a rotary or actuating drive with which the angle of rotation Position of the eccentric shaft and thus the angular position of the eccentric can be adjusted, whereby the inclination angle of the respective associated coupling member changes. This in turn leads to a displacement of the pivot joint of the Kolbenpleuels and thus to a change in the compression ratio ⁇ in the associated cylinder.
  • the compression ratio ⁇ as a function of the operating point and / or the power stroke of the internal combustion engine can be changed as needed.
  • an ⁇ -target requirement arises, which dictates the optimum compression ratio from the point of view of minimizing fuel consumption. If the operating point changes in a load / speed characteristic map of the internal combustion engine, a new optimum compression ratio ⁇ can be set by rotating the eccentric shaft within a rotation angle range of approximately 180 degrees into a corresponding rotational angle position.
  • the adjusting torque of the actuator or the drive motor is supported by the pressure exerted by the gas or combustion pressure torque.
  • the speed of the drive motor is close to its idle speed.
  • a high efficiency of the transmission is advantageous if the actuator or the drive motor drives the eccentric shaft. If, however, the actuator or the drive motor is used to hold the eccentric shaft in a desired angular position, the torque exerted by the gas or combustion pressure on the eccentric shaft must be compensated by the actuator. For this purpose, the actuator or the drive motor energy must be supplied.
  • the gear between the actuator and the eccentric shaft is designed as non-self-locking worm gear in the Mehrgelenkskurbeltneb from WO-A-2013060433.
  • worm gears have a relatively low efficiency, so that the actuator for rotating the eccentric shaft must be supplied relatively much energy.
  • the object of the invention is to improve a multi-joint crank drive and a method of the type mentioned in such a way that the energy requirement of the actuator can be reduced as much as possible.
  • the power losses of the actuator can be minimized during an adjustment.
  • the low efficiency of holding the eccentric shaft by means of the actuator allows to minimize the holding torque that must be applied by the drive motor to compensate for the exerted by the gas or combustion pressure on the eccentric shaft torque.
  • a differential gear and preferably a single-stage differential gear is used as a sub-reduction gear with asymmetrical efficiency.
  • a differential gear is referred to in the present patent application, a transmission in which an externally toothed spur gear meshes with an internally toothed ring gear, wherein the difference in the number of teeth of the two gears in relation to the number of teeth of each gear is small.
  • the differential gear can be a harmonic drive, in which the drive motor drives a shaft generator in the form of an elliptical steel disk and a roller bearing whose inner ring is shrunk onto the steel disk.
  • the wave generator deforms at its ⁇
  • differential or wave gear also a so-called brain Drive ® transmissions act, which has instead of a deformable cylindrical steel bush a spoked wheel having radial spokes between a deformable outer ring having an outer toothing and a deformable inner ring, in which a elliptical disk of the wave generator turns.
  • This type of differential or wave gear has self-locking properties and thus between the output side and the drive side an efficiency of zero.
  • this is advantageous because no holding torque needs to be applied by the drive motor for holding the eccentric shaft and because the eccentric shaft is held in a well-defined angular position, which can only be changed by applying a Verstellmoments sides of the drive motor.
  • the actuator or the drive motor of the actuator is driven in response to an operating point of the internal combustion engine to the point of minimizing consumption for the respective operating point set optimal compression ratio.
  • Fig. 1 shows a perspective view of a multi-lenkskurbeltriebs invention of a 4-cylinder in-line internal combustion engine
  • Fig. 2 is a cross-sectional view of the multi-link crank mechanism
  • FIG. 3 shows a sectional view of a Harmony Drive transmission of an actuator for rotating or holding an eccentric shaft of the multi-joint traction drive
  • FIG. 4 is a front elevational view of portions of a brain-drive transmission of an alternative actuator;
  • FIG. Fig. 5 shows a schematic diagram of a characteristic diagram of a fully variable compression adjustment of the internal combustion engine.
  • the four-stroke 4-cylinder internal combustion engine 1 shown in FIGS. 1 and 2 comprises in series a crankshaft 2 and four pistons 3, each of which is movable up and down in one of the four cylinders (not shown) of the internal combustion engine 1 and through a Kolbenpleuel 4 is connected to the crankshaft 2.
  • the crankshaft 2 is rotatably mounted in shaft bearings of a cylinder crankcase (not shown) of the internal combustion engine 1 and has five centering shaft journals 5 serving for mounting, as well as four crank pins 6 (FIG. 2) whose longitudinal center axes differ in different ways. Chen angle alignments are offset parallel to the axis of rotation 7 of the crankshaft 2.
  • the internal combustion engine 1 further comprises an eccentric shaft 8, which has a longitudinal central axis 9 parallel to the axis of rotation 7 of the crankshaft 2, rotatably mounted next to the crankshaft 2 and somewhat below it in the cylinder crankcase and coupled to the crankshaft 2 via a multi-joint crank drive 10.
  • the multi-joint crank mechanism 10 comprises a total of four coupling members 11, which are each rotatably mounted on one of the crank pin 6 of the crankshaft 2.
  • Each coupling member 11 consists of an upper part 12 and a lower part 13 which abut against each other along a parting line 14 and adjacent to the parting plane 14 with a semi-cylindrical recess for receiving the crank pin 6 and two of the crank pin 6 surrounding bearing shells one between the crank pin 6 and the coupling member 11 arranged slide bearing 15 are provided.
  • the upper part 12 and the lower part 13 of each coupling member 11 are held together by two screws 16.
  • Each coupling member 11 has a shorter lifting arm 17, which is connected via a pivot joint 18 pivotally connected to the lower end of one of Kolbenpleuel 4, the upper end is articulated via a further pivot joint 19 on the associated piston 3.
  • the multi-link crank drive 10 further comprises a number of Kolbenpleuel 4 and the coupling members 11 corresponding number of Anlenkpleueln 20, approximately aligned parallel to the Kolbenpleueln 4 and in the axial direction of the crankshaft 2 and the eccentric shaft 8 each approximately in the same plane as the associated Kolbenpleuel , but are arranged on the opposite side of the crankshaft 2.
  • Each connecting rod 20 um um- holds a connecting rod 21 and two at opposite ends of the connecting rod 21 arranged connecting rod 22, 23 with different inner diameters.
  • the larger connecting rod eye 23 of each Anlenkpleuels 20 at the lower end of the connecting rod 21 surrounds a relative to the axis of rotation 9 of the eccentric shaft 8 eccentric crank pin 24 of the eccentric shaft 8 on which the Anschpleuel 13 is rotatably supported by a pivot bearing 25 b.
  • the smaller connecting rod eye 22 at the upper end of the connecting rod 21 of each Anlenkpleuels 20 forms part of a pivot joint 25 a between the Anlenkpleuel 20 and a longer coupling arm 26 of the adjacent coupling member 11 which projects on the opposite side to the lifting arm 17 of the crankshaft 2 on this.
  • the eccentric shaft 8 has between the adjacent eccentric crank pin 24 and at their ends for supporting the eccentric shaft 8 in shaft bearings serving, to the axis of rotation 9 coaxial shaft sections 27.
  • a working stroke of the pistons 3 can be selected as a function of a momentary power stroke of the internal combustion engine 1.
  • the internal combustion engine 1 or the multi-link crank drive 10 has an actuator or actuator 28 (FIG.
  • the actuator 28 includes a small-sized drive motor 29 in the form of a switchable DC electric motor with high input speed, the direction of rotation can be reversed by reversing the power supply. Further, the actuator 28 comprises a differential gear with an asymmetrical efficiency ⁇ , which is high when the eccentric shaft 8 is rotated by the drive motor 29 to adjust the compression ratio ⁇ in a desired rotational angular position, and which is low when the eccentric shaft 8 for maintaining the compression ratio ⁇ is held by means of the drive motor 29 in the desired angular position.
  • differential gears are each a harmonic drive
  • said harmonic drive in Fig. 3 is designed as a harmonic drive ® gearbox 30 and the wave gear device in FIG. 4 as brain Drive ® transmissions 44th
  • the Harmony Drive ® transmission 30 in FIG. 3 comprises a gear housing 31 flanged to the drive motor 29, which is provided on its side facing the drive motor 29 with a rigid stationary ring gear 32 with internal toothing 33 which is coaxial to the axis of rotation 9 of the eccentric shaft 8 and to the rotation axis 34 of an output shaft 35 of the drive motor 29 is.
  • the transmission 30 further includes a shaft generator 36 disposed radially inwardly of the ring gear 32, a hub 37 rotatably connected to the output shaft 35, a steel disk 38 supported by the hub with an elliptical outer circumference, and a roller bearing 39 shrunk onto the steel disk 38 Inner ring includes.
  • the gear 30 comprises a pot-shaped deformable cylindrical steel bushing 40 which is rotatably connected by a connecting element 41 with the eccentric shaft 8 and supported via a pivot bearing 43 relative to the gear housing 31.
  • the drive motor 29 facing the end of the steel box 40 is provided with an external toothing 42 which is opposite to the internal toothing 33 and has a slightly smaller number of teeth than these.
  • the elliptical steel disk 38 rotates at a high speed thereby deforming the steel sleeve 40.
  • the external teeth 42 of the steel sleeve 40 will be in range the large ellipse axis at two diametrically opposite locations with the internal teeth 33 of the ring gear 32 in tooth engagement, while in the region of the small ellipse axis between the external teeth 42 and the internal teeth 33 is no contact.
  • the brain drive® gear 44 in FIG. 4 differs from the harmonic drive gear 30 in FIG. 3 in that the external gear 45 is attached to a deformable outer ring 46 of a spoke wheel 47, which is provided by a plurality of radial spokes 48 a deformable inner ring 49 is connected.
  • the inner ring 49 is deformed by an elliptical disk 50 of a shaft generator 51 driven by the output shaft 51 of the drive motor 29, whereby the outer teeth 45 of the outer ring 46 are diametrically opposed in the region of the large ellipse axis Put is pressed by the spokes 48 in meshing engagement with an internal toothing 52 of a rigid stationary ring gear 53.
  • the transmission 44 has self-locking properties and thus from the output side to the drive side an efficiency of zero.
  • the drive motor 29 is connected by a control line 44 to an engine control unit 45 of the internal combustion engine 1 and is controlled by the latter.
  • a downward force is exerted on the Kolbenpleuel 4 by the gas or combustion pressure in the cylinders.
  • an upward force is introduced into the Anlenkpleuel 20 via the coupling member 11.
  • the connecting rods 20 act eccentrically on the eccentric shaft 8, the eccentric shaft 8 is constantly acted upon by the gas or combustion pressure with a more or less large moment. If the eccentric Hubzapfen 24 on the side facing away from the crankshaft 2 side of the eccentric shaft 8 project beyond this, as shown in Fig. 1, the eccentric shaft 8 is constantly acted upon by the gas or combustion pressure with a more or less large moment, which is opposite Clockwise acts on the eccentric shaft 8.
  • Fig. 4 shows a schematic diagram of a characteristic diagram of a fully variable compression adjustment, in which the effective mean pressure pme in the cylinders of the internal combustion engine 1 is plotted on the rotational speed DRZ of the internal combustion engine 1, wherein within the map different compression ratios ⁇ - ⁇ , ⁇ 2 , £ 3, ⁇ 4 , ⁇ 5 and ⁇ 6 are shown.
  • An arrow A shows a first case of a change in the operating point of the internal combustion engine 1, in which the rotational speed DRZ at approximately constant effective mean pressure pme of about 2900 rev / min increases to about 4300 U / min.
  • the compression ratio ⁇ must be increased from z 2 to ⁇ 4 in this first case.
  • An arrow B shows a second case of a change in the operating point of the internal combustion engine, in which at a slightly increasing speed DRZ the effective mean pressure pme almost triples. In this second case, a reduction of the compression ratio ⁇ of ⁇ 5 to ⁇ is required to optimize the fuel consumption.
  • An arrow C shows a third case of a change in the operating point of the internal combustion engine 1, in which the speed DRZ increases from about 2900 rpm to about 4300 rpm, but at the same time the effective mean pressure pme increases from about 10 to about 15 bar , In this third case, no change in the compression ratio ⁇ is necessary to optimize the fuel consumption.
  • the eccentric shaft 8 In the first case, to adjust the higher compression ratio ⁇ , the eccentric shaft 8 has to be turned a little way clockwise, so that the rotation counteracts the moment caused by the gas or combustion pressure. In the second case, in order to set the lower compression ratio ⁇ , the eccentric shaft 8 has to be rotated a little counterclockwise, the rotation being assisted by the moment caused by the gas or combustion pressure. In the third case, the eccentric shaft 8 must be held against the moment caused by the gas or combustion pressure in order to maintain a compression ratio ⁇ of ⁇ 4 .
  • the adjustment of the eccentric shaft 8 by means of the actuator 28 takes place the regulated drive motor 29 under the control of the engine control unit 45 depending on the operating point of the internal combustion engine 1 power supplied to the eccentric shaft 8 via the gear 30 and 44 to twist.
  • the direction of rotation of the drive motor 29 is corresponding to the desired adjustment or direction of rotation of the eccentric shaft 8 controlled. Due to the high transmission efficiency and the high reduction ratio in the direction from the drive motor 29 to the eccentric shaft 8, only a relatively small Ver adjusting torque is required even with a clockwise rotation, so that the drive motor 29 can be designed small and operated at high speed.
  • the drive motor 29 requires only a small holding current and must apply only a small holding torque to the eccentric shaft in to hold the desired angular position.

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  • 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)
  • Transmission Devices (AREA)

Abstract

L'invention concerne un mécanisme à manivelle à articulations multiples (10) d'un moteur à combustion interne (1) comprenant un vilebrequin (2) et plusieurs pistons (3) effectuant des mouvements de va-et-vient dans des cylindres. Le mécanisme comporte une pluralité d'éléments d'accouplement (11) montés de manière à pouvoir tourner sur le vilebrequin (2) et qui sont reliés en articulation respectivement à un des pistons (3) par une bielle de piston (4) et à un excentrique (24) d'un arbre à excentrique (8) par une bielle articulée (20). Un mécanisme de commande (28) muni d'un engrenage (30, 44) assure la mise en rotation de l'arbre à excentrique (8) et l'immobilisation de l'arbre à excentrique (8) dans une position angulaire de rotation souhaitée à l'encontre d'un couple exercé sur l'arbre à excentrique (8) par une pression de gaz ou de combustion dans les cylindres du moteur à combustion interne (1). Selon l'invention, l'engrenage (30, 44) présente un degré d'efficacité élevé lors de la mise en rotation de l'arbre à excentrique (8) par le mécanisme de commande (28), et un faible degré d'efficacité lors de l'immobilisation de l'arbre à excentrique (8) par le mécanisme de commande (28).
PCT/EP2015/002115 2014-12-17 2015-10-23 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 Ceased WO2016096062A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102014018895.7 2014-12-17
DE102014018895.7A DE102014018895A1 (de) 2014-12-17 2014-12-17 Mehrgelenkskurbeltrieb für eine Brennkraftmaschine mit einem Exzenterwellen-Stellantrieb umfassend ein Getriebe mit asymmetrischem Getriebewirkungsgrad

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Publication Number Publication Date
WO2016096062A1 true WO2016096062A1 (fr) 2016-06-23

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PCT/EP2015/002115 Ceased WO2016096062A1 (fr) 2014-12-17 2015-10-23 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

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DE (1) DE102014018895A1 (fr)
WO (1) WO2016096062A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102016218574B4 (de) 2016-09-27 2020-01-02 Schaeffler Technologies AG & Co. KG Stellgetriebe

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2011169152A (ja) * 2010-02-16 2011-09-01 Nissan Motor Co Ltd 内燃機関の可変圧縮比装置
JP2012251446A (ja) * 2011-06-01 2012-12-20 Nissan Motor Co Ltd 内燃機関の故障診断装置
WO2013060433A1 (fr) * 2011-10-26 2013-05-02 Audi Ag Mécanisme d'embiellage à plusieurs articulations pour un moteur à combustion interne, et procédé pour faire fonctionner un mécanisme d'embiellage à plusieurs articulations
WO2014109179A1 (fr) * 2013-01-09 2014-07-17 日産自動車株式会社 Dispositif d'entraînement
EP2787196A1 (fr) * 2011-11-29 2014-10-08 Nissan Motor Company, Limited Moteur à combustion interne à taux de compression variable

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3941371B2 (ja) 2000-10-12 2007-07-04 日産自動車株式会社 内燃機関の可変圧縮比機構
DE102009000772A1 (de) 2009-02-11 2010-08-12 Zf Friedrichshafen Ag Einstellvorrichtung zur Einstellung des Verdichtungsverhältnisses einer Hubkolbenbrennkraftmaschine
DE102011104531A1 (de) * 2011-06-18 2012-12-20 Audi Ag Brennkraftmaschine

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2011169152A (ja) * 2010-02-16 2011-09-01 Nissan Motor Co Ltd 内燃機関の可変圧縮比装置
JP2012251446A (ja) * 2011-06-01 2012-12-20 Nissan Motor Co Ltd 内燃機関の故障診断装置
WO2013060433A1 (fr) * 2011-10-26 2013-05-02 Audi Ag Mécanisme d'embiellage à plusieurs articulations pour un moteur à combustion interne, et procédé pour faire fonctionner un mécanisme d'embiellage à plusieurs articulations
EP2787196A1 (fr) * 2011-11-29 2014-10-08 Nissan Motor Company, Limited Moteur à combustion interne à taux de compression variable
WO2014109179A1 (fr) * 2013-01-09 2014-07-17 日産自動車株式会社 Dispositif d'entraînement

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