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WO2017129175A1 - Moteur à combustion interne à pistons alternatifs avec rapport de compression variable - Google Patents

Moteur à combustion interne à pistons alternatifs avec rapport de compression variable Download PDF

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Publication number
WO2017129175A1
WO2017129175A1 PCT/DE2017/100044 DE2017100044W WO2017129175A1 WO 2017129175 A1 WO2017129175 A1 WO 2017129175A1 DE 2017100044 W DE2017100044 W DE 2017100044W WO 2017129175 A1 WO2017129175 A1 WO 2017129175A1
Authority
WO
WIPO (PCT)
Prior art keywords
internal combustion
combustion engine
reciprocating internal
eccentric
engine according
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/DE2017/100044
Other languages
German (de)
English (en)
Inventor
Sebastian Zwahr
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.)
Schaeffler Technologies AG and Co KG
Original Assignee
Schaeffler Technologies AG 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 Schaeffler Technologies AG and Co KG filed Critical Schaeffler Technologies AG and Co KG
Publication of WO2017129175A1 publication Critical patent/WO2017129175A1/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
    • F02B75/048—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of a variable crank stroke length

Definitions

  • the invention relates to a reciprocating internal combustion engine with variable Verdich- ratio, which comprises an eccentric on which a Maupleuel is articulated, which interacts via an intermediate lever with a crankshaft and a connecting rod, the latter connecting rod is pivotally mounted on a piston of the internal combustion engine.
  • Such a reciprocating internal combustion engine is for example from the
  • WO 2007/057149 A1 An intermediate lever of this reciprocating internal combustion engine, which has a variable compression ratio, is referred to as a transverse lever.
  • the transverse lever is articulated at three points with other components of the reciprocating internal combustion engine. These are connections to a Maupleuel, a crankpin of a crankshaft, and a connecting rod, which is referred to in the case of WO 2007/057149 A1 as a connecting rod.
  • the hinged to a piston of the engine connecting rod is thus not coupled directly to the crankshaft, but via the cross lever.
  • the remote from the cross lever end of Maupleuels is adjustable by means of an eccentric.
  • the various rotational and pivot points and centers of gravity of the individual elements of the known reciprocating internal combustion engine with variable compression ratio should be such that inertial and centrifugal forces that arise when moving the individual elements, superimpose such that they cancel each other at least partially.
  • the reciprocating internal combustion engine can be designed in four-cylinder design.
  • DE 10 2010 032 427 A1 discloses an adjusting device for a reciprocating piston engine with variable compression, which is designed as a hydraulic adjusting device.
  • an electrohydraulic actuator is provided for adjusting the compression ratio of an internal combustion engine.
  • variable compression ratio reciprocating internal combustion engines have a constant compression ratio reciprocating internal combustion engine having the advantage that they can be operated at low load with high compression ratio, and thus particularly fuel efficient and in the case of high power demand with reduced compression ratio and simultaneous boost, typically turbocharging.
  • the invention has for its object to provide a reciprocating internal combustion engine with variable compression ratio, which is distinguished from the cited prior art by a particularly favorable ratio between long-term robustness, mechanical precision and manufacturing effort.
  • a reciprocating internal combustion engine having the features of claim 1.
  • This is a reciprocating internal combustion engine with variable compression ratio, which comprises an eccentric in a known basic structure, to which a Maupleuel is hinged, on the other hand via an intermediate lever with the crankshaft of the internal combustion engine and with a mounted on a piston of the internal combustion engine Pleu- el interacts.
  • a linear drive is provided for adjusting the eccentric, which is coupled via a Verstellpleuel with an adjustment of the eccentric. The linear drive allows the eccentric to be operated with moderate forces and at the same time with very good mechanical precision.
  • the linear drive is a screw drive.
  • Screw drives are both low-play interpretable and rational to produce.
  • the screw is self-locking.
  • the self-locking screw drive can have a simple movement thread.
  • the self-locking of the screw drive is synonymous with the fact that once a compression ratio of the Hubkolbenbrennkraftmaschi- ne remains constant without power supply of the linear drive.
  • the screw drive is preferably a ball screw or other Wälzgewindetrieb, which has rolling elements, for example, rollers, between the threaded spindle and the spindle nut.
  • the lack of self-locking of the screw drive has the advantage that in case of failure of the power supply of the linear drive of the eccentric can automatically assume a preferred position, which is associated with a normal setting of the compression ratio.
  • the pitch of a non-self-locking screw drive is typically greater than the pitch of a self-locking screw drive.
  • higher drive torques would be required to operate the non-self-locking screw drive compared to the self-locking screw drive, but this is due to the lower friction properties of the non-self-locking screw drive. partially compensated or even overcompensated.
  • the non-self-locking screw drive is particularly suitable.
  • the self-locking screw drive is characterized by the fact that during operation of the reciprocating internal combustion engine, lower or even no holding elements, which hold the linear drive in a constant position, are required.
  • the adjustment of the eccentric is preferably pivotable over an angle of more than 90 °.
  • the secondary actuating mechanism comprises the eccentric, the intermediate lever and the connecting rod, which is mounted on the combustion chamber limiting piston of the internal combustion engine.
  • the two actuating gears have specific torque transfer functions. Each torque transfer function indicates the ratio between the introduced torque and the output torque of the respective adjusting gear.
  • the torque transmitting function of the primary actuating gear has a single maximum and the torque transmitting function of the secondary actuating gear a single minimum, wherein the extreme values of the two torque transmitting functions are approximately in the middle of the adjustment.
  • the series connection of the two adjusting gears ensures that a resulting total torque transfer function, which is the ratio between the Force, which is generated at the output of the secondary actuating gear, and the required drive torque of the linear drive indicates that has a lower translation bandwidth than each of the two individual torque-transmitting functions.
  • a resulting total torque transfer function which is the ratio between the Force, which is generated at the output of the secondary actuating gear, and the required drive torque of the linear drive indicates that has a lower translation bandwidth than each of the two individual torque-transmitting functions.
  • the ratio between generated force at the output of the secondary actuating gear and drive torque, which is introduced into the input side of the primary adjusting gear, over the entire adjustment range is at least approximately constant.
  • the linear drive which serves to adjust the eccentric, is preferably driven electrically.
  • another, for example hydraulic, drive of the provided for pivoting the adjustment of the eccentric linear drive is possible.
  • FIG. 2 shows a detail from the arrangement according to FIG. 1, FIG.
  • Figures 1 and 2 and Figures 7, 8, 9 show in various, not to scale lent illustrations features of a generally designated by the reference numeral 1 adjusting mechanism for varying the compression ratio of a reciprocating internal combustion engine, for example in the form of a multi-cylinder in-line engine.
  • the reference numeral 1 adjusting mechanism for varying the compression ratio of a reciprocating internal combustion engine, for example in the form of a multi-cylinder in-line engine.
  • the adjusting mechanism 1 is composed of two actuators 2, 3 connected in series, namely a primary actuating gear 2 and a secondary actuating gear 3.
  • a common element of both control gear 2, 3 is an eccentric 4, wherein a pivoting of the eccentric 4 by an adjustment 5, which is attributable to the primary control gear 2, is possible.
  • On the eccentric 4 a Maupleuel 6 is hinged, which is pivotally coupled to an intermediate lever 7.
  • the intermediate lever 7 has a triangular basic shape and is coupled to a crankshaft 8 on a crank pin 9.
  • a connecting rod 1 1 is articulated.
  • the Pleuelanlenkddling 10 is also referred to as a lower connecting rod bearing.
  • An upper connecting rod bearing is denoted by 12 and establishes the connection to a piston 13 of the internal combustion engine.
  • the terms "lower” and “upper” connecting rod bearings do not imply any statement about the installation position.
  • the pivot axis about which the adjustment arm 5 is pivotable is designated SW.
  • the corresponding adjustment angle (FIGS. 3, 4, 5) is designated V and the entire adjustment range of the adjustment arm 5 is VB.
  • the adjustment 5 is coupled to a Verstellpleuel 14 which is articulated to a first Verstellpleuellagerddling 15 of the adjustment 5.
  • a second adjusting splined 16 provides an articulated connection between the Verstellpleuel 14 and a spindle nut 17.
  • the spindle nut 17 is part of a linear drive 18, softer further comprises a threaded spindle 19 and is designed as a ball screw.
  • the threaded spindle 19 is rotatably supported by means of two rolling bearings 20, 21; the spindle nut 17 is exclusively displaceable.
  • an electric motor 22 is provided to drive the threaded spindle 19, an electric motor 22 is provided.
  • a first torque transfer function MDI outlined in FIG. 3 represents the relationship between the torque acting in the adjusting arm 5, that is, at the output of the primary adjusting gear 2, and the torque applied by the electric motor 22 and thus acting in the threaded spindle 19 as a function of the adjusting angle V.
  • the torque transfer function MDI describes a curve with a curvature that has the same sign over the entire adjustment range VB. In the middle position of the adjustment arm 5 (corresponding to FIG. 8) designated M, the torque transfer function MDI has a maximum.
  • FIG. 4 shows the torque transmission function of the secondary adjusting gear 3 designated MD2.
  • a single minimum is in the region of the center position M of the adjusting arm 5, while the torque transmitting function MD2 is located at the edges of the adjusting range VB. is ximal.
  • a total torque transmission function denoted MDG which is illustrated in an idealized manner in FIG. 5, is the result of the series connection of the primary actuating gear 2 and the secondary actuating gear 3. As clearly shown in FIG. 5, this is to be applied by the electric motor 2 for actuating the adjusting mechanism 1 Torque over the entire adjustment range VB practically constant.
  • the design of the linear drive 18 as a non-self-locking screw drive is synonymous with the fact that its efficiency ⁇ is greater than 50%.
  • the slope of the threaded spindle 19 and of the spindle nut 17, designated St, is greater than in typical screw geometries used in mechanical engineering. With reference to the diagram of FIG. 6, this means that both the slope St and the efficiency ⁇ of the linear drive 18 are in the upper range.
  • a slope St can be selected in the lower region, which is associated with a significantly reduced efficiency ⁇ , as shown in FIG. 6 can be seen, in which case rolling elements in Linear actuator 18 omitted, that is, a simple motion thread exists.
  • the primary actuating gear 2 is designed as a self-locking gear.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Transmission Devices (AREA)

Abstract

Moteur à combustion interne à pistons alternatifs avec rapport de compression variable, qui comporte un excentrique (4) sur lequel est articulée une bielle secondaire (6) coopérant par l'intermédiaire d'un levier intermédiaire (7) avec un vilebrequin (8), ainsi qu'avec une bielle (11) montée pivotante sur un piston (13). Selon l'invention, le déplacement de l'excentrique (4) s'effectue grâce à un entraînement linéaire (18) qui est accouplé à un bras de déplacement (5) de l'excentrique (4) par l'intermédiaire d'une bielle de déplacement (14).
PCT/DE2017/100044 2016-01-26 2017-01-24 Moteur à combustion interne à pistons alternatifs avec rapport de compression variable Ceased WO2017129175A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102016201035.2 2016-01-26
DE102016201035.2A DE102016201035A1 (de) 2016-01-26 2016-01-26 Hubkolbenbrennkraftmaschine mit veränderlichem Verdichtungsverhältnis

Publications (1)

Publication Number Publication Date
WO2017129175A1 true WO2017129175A1 (fr) 2017-08-03

Family

ID=58046429

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE2017/100044 Ceased WO2017129175A1 (fr) 2016-01-26 2017-01-24 Moteur à combustion interne à pistons alternatifs avec rapport de compression variable

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DE (1) DE102016201035A1 (fr)
WO (1) WO2017129175A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112639266A (zh) * 2018-11-14 2021-04-09 宝马股份公司 用于改变压缩比的设备、往复活塞式内燃机和工作设备

Citations (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1154134A2 (fr) 2000-05-09 2001-11-14 Nissan Motor Company, Limited Moteur à combustion interne avec taux de compression variable
EP1197647A2 (fr) * 2000-10-12 2002-04-17 Nissan Motor Co., Ltd. Mécanisme pour la variation des taux de compression d' un moteur à combustion interne
EP1307642B1 (fr) 2000-08-08 2004-05-19 DaimlerChrysler AG Moteur a combustion interne a piston alternatif, a taux de compression variable
EP1496219A1 (fr) * 2003-07-08 2005-01-12 HONDA MOTOR CO., Ltd. Moteur à combustion avec taux de compression variable
DE102005020270A1 (de) * 2005-04-30 2006-11-09 Daimlerchrysler Ag Brennkraftmaschine mit variablem Verdichtungsverhältnis
WO2007057149A1 (fr) 2005-11-17 2007-05-24 Daimler Ag Moteur à combustion interne à piston alternatif avec rapport de compression variable
WO2008148948A2 (fr) 2007-04-16 2008-12-11 Vianney Rabhi Dispositif electrohydraulique de pilotage en boucle fermee du verin de commande d'un moteur a taux de compression variable
EP2022959A2 (fr) * 2007-08-10 2009-02-11 Nissan Motor Company Limited Dispositif de taux de compression variable pour moteur à combustion interne
EP2055914A2 (fr) * 2007-10-29 2009-05-06 Nissan Motor Co., Ltd. Moteur à taux de compression variable à liaison multiple
JP2009209690A (ja) * 2008-02-29 2009-09-17 Nissan Motor Co Ltd 可変圧縮比内燃機関
DE102009000772A1 (de) 2009-02-11 2010-08-12 Zf Friedrichshafen Ag Einstellvorrichtung zur Einstellung des Verdichtungsverhältnisses einer Hubkolbenbrennkraftmaschine
DE102010032427A1 (de) 2010-07-28 2012-02-02 Daimler Ag Stelleinrichtung für eine Hubkolbenmaschine sowie Verfahren zum Betreiben einer solchen Hubkolbenmaschine

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102014218405B3 (de) * 2014-09-15 2015-11-05 Schaeffler Technologies AG & Co. KG Verfahren zur Herstellung einer Spindel für einen Kugelgewindetrieb, sowie eine danach hergestellte Spindel

Patent Citations (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1154134A2 (fr) 2000-05-09 2001-11-14 Nissan Motor Company, Limited Moteur à combustion interne avec taux de compression variable
EP1307642B1 (fr) 2000-08-08 2004-05-19 DaimlerChrysler AG Moteur a combustion interne a piston alternatif, a taux de compression variable
EP1197647A2 (fr) * 2000-10-12 2002-04-17 Nissan Motor Co., Ltd. Mécanisme pour la variation des taux de compression d' un moteur à combustion interne
EP1496219A1 (fr) * 2003-07-08 2005-01-12 HONDA MOTOR CO., Ltd. Moteur à combustion avec taux de compression variable
DE102005020270A1 (de) * 2005-04-30 2006-11-09 Daimlerchrysler Ag Brennkraftmaschine mit variablem Verdichtungsverhältnis
WO2007057149A1 (fr) 2005-11-17 2007-05-24 Daimler Ag Moteur à combustion interne à piston alternatif avec rapport de compression variable
WO2008148948A2 (fr) 2007-04-16 2008-12-11 Vianney Rabhi Dispositif electrohydraulique de pilotage en boucle fermee du verin de commande d'un moteur a taux de compression variable
EP2022959A2 (fr) * 2007-08-10 2009-02-11 Nissan Motor Company Limited Dispositif de taux de compression variable pour moteur à combustion interne
EP2055914A2 (fr) * 2007-10-29 2009-05-06 Nissan Motor Co., Ltd. Moteur à taux de compression variable à liaison multiple
JP2009209690A (ja) * 2008-02-29 2009-09-17 Nissan Motor Co Ltd 可変圧縮比内燃機関
DE102009000772A1 (de) 2009-02-11 2010-08-12 Zf Friedrichshafen Ag Einstellvorrichtung zur Einstellung des Verdichtungsverhältnisses einer Hubkolbenbrennkraftmaschine
DE102010032427A1 (de) 2010-07-28 2012-02-02 Daimler Ag Stelleinrichtung für eine Hubkolbenmaschine sowie Verfahren zum Betreiben einer solchen Hubkolbenmaschine

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112639266A (zh) * 2018-11-14 2021-04-09 宝马股份公司 用于改变压缩比的设备、往复活塞式内燃机和工作设备
US11401859B2 (en) 2018-11-14 2022-08-02 Bayerische Motoren Werke Aktiengesellschaft Device for varying a compression ratio, reciprocating-piston internal combustion engine and working device
CN112639266B (zh) * 2018-11-14 2023-02-17 宝马股份公司 用于改变压缩比的设备、往复活塞式内燃机和工作设备

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