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WO2011107127A1 - Procédé permettant de faire fonctionner un moteur à piston alternatif - Google Patents

Procédé permettant de faire fonctionner un moteur à piston alternatif Download PDF

Info

Publication number
WO2011107127A1
WO2011107127A1 PCT/EP2010/007313 EP2010007313W WO2011107127A1 WO 2011107127 A1 WO2011107127 A1 WO 2011107127A1 EP 2010007313 W EP2010007313 W EP 2010007313W WO 2011107127 A1 WO2011107127 A1 WO 2011107127A1
Authority
WO
WIPO (PCT)
Prior art keywords
reciprocating engine
compression ratio
lever
fuel
working space
Prior art date
Application number
PCT/EP2010/007313
Other languages
German (de)
English (en)
Inventor
Tilmann RÖMHELD
Michael Wagenplast
Original Assignee
Daimler 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 Daimler Ag filed Critical Daimler Ag
Publication of WO2011107127A1 publication Critical patent/WO2011107127A1/fr

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
    • 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 method for operating a reciprocating engine specified in the preamble of claim 1. Art.
  • WO 2007/092168 A2 discloses an internal combustion engine with an adjustable compression ratio. To set the compression ratio is a
  • crankshaft of the internal combustion engine mounted on an eccentric carrier, whereby the position of the axis of rotation of the crankshaft in a crankcase of the
  • the eccentric carrier is actuated via a fork of a hydraulic actuator.
  • This internal combustion engine has further potential for representing efficient operation.
  • Transmitter provided whose movement is manipulated by a control lever, with the aim of ensuring a controllable movement of the piston, in particular to allow a variation of the compression ratio.
  • Reciprocating internal combustion engine has potential for representing even more efficient operation.
  • An internal combustion engine which is adapted to be operated with one of a plurality of compression ratios selectable compression ratio. Also, this internal combustion engine has further potential to make its operation more efficient. It is therefore an object of the present invention to provide a method for operating a reciprocating engine, which enables efficient operation.
  • An inventive method for operating a reciprocating engine in which at least one mounted on a crank pin of a crankshaft and connected to a corresponding connecting rod lever element is adjusted by means of a corresponding adjusting device for adjusting the compression ratio of the reciprocating engine between at least two rotational positions relative to the crank pin is characterized in that at least two lever elements mounted on a respective crank pin and connected to a corresponding connecting rod are each independently connected to each other by means of an associated actuating device
  • the compression ratios allows the representation of a very efficient operation of the reciprocating engine, since the compression ratio can be adapted to respective prevailing conditions in the working space. If, for example, one of these working spaces is operated in a fired mode in which fuel is introduced into the working space, in particular injected, and a mixture of fuel and air is burned, while the other of the work spaces is operated in a non-fired operation, in which no fuel in the
  • Exhaust aftertreatment device to maintain operating temperature is introduced into at least one of the working spaces in the overrun fuel, either to generate hot exhaust gas either as a result of combustion, with this exhaust the
  • fuel is introduced into the at least one working space of the reciprocating piston engine corresponding to the one of the lever elements, and the fuel supply in the at least one further corresponds to the one further lever element
  • the fuel supply is terminated in the at least one corresponding to the one of the lever elements working space of the reciprocating engine and introduced fuel into the at least one further to the one further of the lever elements corresponding working space.
  • fuel is introduced into the working space, during which during the Time duration, so over this time, the fuel supply has not taken place, so ended or was suspended and at the same time after this period of time, the fuel supply to the working space is terminated, in which during this period, that is, over this time, fuel was introduced. This allows for a reduction of fuel consumption while keeping the
  • the reciprocating engine is designed, for example, as a four-cylinder reciprocating engine, that is to say if the crankshaft has four crankpins, then it is extreme
  • Be operated compression ratio wherein only introduced into two of these cylinders fuel and combustion is carried out, so they are operated in a fired operation.
  • the introduction of fuel or the termination of the fuel supply takes place as a function of a firing order of the cylinders. It is also possible that in a cylinder by adjusting the
  • a three-cylinder internal combustion engine which thus has three cylinders and thus a crankshaft with three crank pins. In this case, for example, the compression ratios of two cylinders are increased and the
  • Compression ratio of the third cylinder in particular reduced relative thereto.
  • a reverse adjustment is also possible. Further, it is also possible to introduce and operate fuel in two of the cylinders while stopping fuel supply to the third cylinder and terminating it in a non-fired operation.
  • the reciprocating piston engine according to the invention offers a very high flexibility and many degrees of freedom to significantly reduce fuel consumption and thus the C0 2 emissions while maintaining low
  • FIG. 1 is a perspective and partially sectioned view of a crank mechanism of a reciprocating engine with a crankshaft with four crank pins, on each of which a connected to a corresponding connecting rod lever member is mounted, each of the lever elements is assigned a hydraulically actuated and a translational movement executable actuator, by means of which the respective lever element for adjusting the compression ratio of the reciprocating engine is set between at least two rotational positions relative to the respective crank pin;
  • Fig. 2 is a perspective and partially sectioned view of a with a
  • Fig. 3 is another perspective view of the conrod and the
  • Fig. 4 is a partially sectioned plan view of the conrod and the
  • Fig. 5 is a sectional view of an adjusting device according to the preceding
  • FIG. 6 shows five longitudinal sectional views of the adjusting device according to FIG. 5 in FIG.
  • the crankshaft 12 has four crank pins 14, on each of which a lever element 16 is mounted, so that the lever elements 16 can rotate relative to the respective crank pins 14.
  • the lever elements 16 are each pivotally connected to a connecting rod 18 and formed as a transverse lever which transverse to the axis of rotation of the
  • the connecting rods 18 in turn each have a connecting rod 22, via which the respective connecting rod 22 with a piston of the reciprocating piston displaceably arranged in a cylinder of the reciprocating engine is connectable.
  • the pistons of the reciprocating engine due to gas expansions by combustion of a fuel-air mixture in the respective cylinder through translational movements, which transmitted via the connecting rods 18 and the lever members 16 on the crank pin 14 and on to the crankshaft 12 and in a rotational movement of the crankshaft 12 are converted, so that the crankshaft 12 according to a direction arrow 20 rotates about its axis of rotation.
  • each lever element 16 is an adjusting device 24, which is connected in an articulated manner to the respective lever element 16.
  • the lever elements 16 between at least two rotational positions relative to the respective crank pin 14 rotatable about this.
  • This causes an adjustment of a final volume, which is also referred to as compression volume, in the respective cylinder at top dead center of the respective piston, since the rotational position of the lever elements 16 relative to the respective crank pin 14 affects the translational position of the bottom and top dead center of the piston in the cylinder ,
  • a final volume which is also referred to as compression volume
  • Compression volume leads to a reduction of the compression ratio and / or vice versa.
  • the adjusting devices 24 perform a translational movement, which causes a rotation of the respective lever member 16 relative to the respective crank pin 14 about this.
  • the function of the actuators 24 is based on a
  • FIGS. 2 to 5 show the adjusting device 24, which has a working space 26
  • Hydraulic cylinder 28 includes. In the hydraulic cylinder 28 and its working space 26, a displaceable piston 30 is arranged, which is fixedly connected to a push rod 32.
  • the piston 30 divides the working space 28 into a first, in the Fig. 2 upper control chamber 34 and a lower, in Fig. 2, the second control chamber 36, wherein the control chambers 34 and 36 have a respective volume, which with a working medium in the form of Lubricating oil of the reciprocating engine can be acted upon.
  • the piston 30 and thus the push rod 32 is in a first end position in which the volume of the control chamber 34 is minimal and the volume of the control chamber 36 is maximum. In this case, the volume of the control chamber 36 is filled with the lubricating oil while the control chamber 34 contains at least almost no lubricating oil.
  • Adjusting device 24 moved out of the first end position shown in FIG. 2 and the piston 30 are moved in the direction of a surface 38. This means that the volume of the control chamber 36 is reduced and the volume of the control chamber 34 must be increased. For this purpose, the lubricating oil has to be removed from the control chamber 36 and lubricating oil introduced into the control chamber 34.
  • channels 40, 42, 44 and 46 are provided through which the lubricating oil can flow.
  • the channels 40, 42 and 44 are releasable and closable by corresponding control edges 48, 50 and 52 of a partially received in the push rod 32 control piston 54.
  • further lubricating oil can flow via the channel 46 into the control chamber 34, which lubricating oil can be supplied via a shaft 62.
  • the channel 46 is connected to a lubricating oil supply of the reciprocating engine and ensures the supply of the adjusting device 24 with sufficient working fluid in the form of
  • Lubricating oil Corresponding control valves in the form of check valves 56, 58 and 60 prevent an undesirable flow of lubricating oil.
  • the adjusting device 24 can in particular by using the check valves 56, 58 and 60 additional means for pressure enhancement of the lubricant, ie
  • Control chambers 34 and / or 36 pumps are controlled by Control chambers 34 and / or 36 pumps.
  • Compression ratio which keeps the fuel consumption and thus the C0 2 emissions of the reciprocating engine in a small frame.
  • crank mechanism 10 and thus the reciprocating engine further have the advantage that the lever elements 16 can be adjusted independently of one another by the adjusting devices 24, as a result of which
  • Compression ratio of each cylinder is selectively adjustable.
  • the adjusting device 24 perform movements of the lever member 16 and movements of the reciprocating engine with and possibly compensate, it is pivotally held about the rotatably supported on a crankcase of the reciprocating engine shaft 62 and thus pivotally and indirectly supported on the crankcase.
  • the shaft 62 is fixed inter alia by fasteners 80.
  • Fig. 3 illustrates the operation of the control piston 54 for adjusting the
  • Actuation of the control piston 54, the adjusting device 24 comprises a pin 64 which penetrates the rotatably fixed to the crankcase shaft 62 and is connected to a substantially U-shaped actuating member 66.
  • the shaft 62 penetrating through a corresponding bore 64 and the substantially U-shaped actuating element 66 are integrally formed with each other and by means of an actuator, not shown, magnetically translatable in the direction of movement of the push rod 32 movable.
  • the actuating element 66 presses the control piston 54 counter to a spring force of a spring element 68 supported on the control piston 54 and on the push rod 32 in the corresponding direction, resulting in a relative movement of the control piston 54 to the push rod 32 results.
  • the control edges 48, 50 and 52 release the channels 40, 42 and 44, allowing the lubricating oil to flow into or out of the control chambers 34 and / or 36 in the manner outlined.
  • a reverse operation of the control piston 54 is effected, for example, in that the actuating element 66 and the pin 64 are switched powerless, whereby the spring element 68 can push the control piston 54 in the direction of the actuating element 66, whereupon the actuating element 66 and the pin 64 of the push rod 32nd move away.
  • the control edges 48, 50 and 52, the channels 40, 42 and 44 free and the push rod 32 moves in the same direction in the other direction.
  • Compression ratio of the reciprocating engine only a specification of a desired position of the control piston 54 must be done via a specification of a desired position of the actuating element 66 and the pin 64 and the adjusting device 24 then adjusts automatically until the flow of the lubricating oil is interrupted. An additional operation of the control piston 54 to terminate the adjustment of the actuator 24 is not required. Furthermore, this means that any leaks due to wear, as it can occur over a very long lifetime, is quasi self-compensated by the adjusting device 24. It is merely an adaptation of the specification of the desired position of the control piston 54 and the actuating element 66 and the pin 64 needed. If appropriate, this adaptation can take place via a simple comparison of predetermined desired values with actual values detected by means of detection devices. This ensures a very precise adjustment of the compression ratio over a very long service life of the reciprocating engine and thus the representation of a very efficient and fuel-efficient operation derselbigen.
  • the actuating element 66 and the control piston 54 are not firmly connected to each other but act via a
  • the arcuate surface 70 of the actuating element 66 together.
  • the center of the arcuate surface is at least substantially on the pivot axis of the adjusting device 24, which coincides with the central axis of symmetry of the shaft 62.
  • the arcuate surface 70 ensures a constant stroke and thus a constant movement of the control piston 54 even during a movement or at a Pivoting the adjusting device 24 about its pivot axis, wherein the control piston 54 carries out this pivoting movement while the actuating element 66 is rotationally fixed as described.
  • the control piston 54 has a rounded head which abuts the arcuate surface 70 and can slide along it with little friction.
  • the cylinder 28 has a slot 72 in which the actuating element 66 is arranged.
  • the cylinder 28 comprises three parts 74, 76 and 78, the part 74 being connected to the part 76.
  • the part 78 is also connected to the part 76 and is partially received in the part 76 and limited on the one hand the working space 26th
  • Fig. 6 shows the adjusting device 24 in five different from each other
  • crank mechanism 10 of the reciprocating engine now makes it possible for the lever elements 16 to be independently of one another by means of the respective associated setting device 24 for setting the respective lever element 16 corresponding to the respective one
  • Compression ratio can be adjusted in respective, different rotational positions relative to the respective corresponding crank pin 14.
  • Push mode is operated. This favors a very efficient and
  • the lever elements 16 corresponding to the cylinders can be injected with no fuel is set so that there is a low compression ratio, while the lever members 16 corresponding to the cylinders, into which fuel is introduced and in which combustion is performed, can be set so that one in particular relative to the compression ratios of the other cylinder high compression ratio is present.

Landscapes

  • 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)

Abstract

L'invention concerne un procédé permettant de faire fonctionner un moteur à piston alternatif, selon lequel au moins un élément levier (16) monté sur un tourillon de levage (14) d'un vilebrequin (12) et relié à une bielle correspondante (18) est ajusté au moyen d'un dispositif de réglage (24) correspondant pour le réglage du taux de compression du moteur à piston alternatif entre au moins deux positions de rotation par rapport au tourillon de levage (14). Au moins deux éléments levier (16) montés sur un tourillon de levage (14) respectif et reliés respectivement à une bielle correspondante (18) sont ajustés indépendamment l'un de l'autre respectivement au moyen d'un dispositif de réglage (24) associé pour le réglage du taux de compression dans des positions de rotation respectives différentes les unes des autres par rapport au tourillon de levage (14) respectif correspondant.
PCT/EP2010/007313 2010-03-02 2010-12-02 Procédé permettant de faire fonctionner un moteur à piston alternatif WO2011107127A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE201010009910 DE102010009910A1 (de) 2010-03-02 2010-03-02 Verfahren zum Betreiben einer Hubkolbenmaschine
DE102010009910.4 2010-03-02

Publications (1)

Publication Number Publication Date
WO2011107127A1 true WO2011107127A1 (fr) 2011-09-09

Family

ID=43709066

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2010/007313 WO2011107127A1 (fr) 2010-03-02 2010-12-02 Procédé permettant de faire fonctionner un moteur à piston alternatif

Country Status (2)

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DE (1) DE102010009910A1 (fr)
WO (1) WO2011107127A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102012001515B4 (de) * 2012-01-27 2013-09-26 Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr Verfahren zum Betreiben einer Brennkraftmaschine mit variablem Verdichtungsverhältnis und Ventiltrieb

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2002012694A1 (fr) 2000-08-08 2002-02-14 Daimlerchrysler Ag Moteur a combustion interne a piston alternatif, a taux de compression variable
WO2004067949A1 (fr) * 2003-01-27 2004-08-12 Toyota Jidosha Kabushiki Kaisha Appareil de commande d'un moteur a combustion interne
WO2006027316A1 (fr) * 2004-09-08 2006-03-16 Siemens Aktiengesellschaft Procede d'optimisation d'un demarrage instantane d'un moteur a combustion a allumage commande a taux de compression variable
US20070150164A1 (en) 2004-05-21 2007-06-28 Walt Froloff Variable compression ratio internal combustion engine
WO2007092168A2 (fr) 2006-02-02 2007-08-16 Edward Charles Mendler Capteur de pression de combustion
JP2008115830A (ja) * 2006-11-08 2008-05-22 Nissan Motor Co Ltd レシプロ式内燃機関の制御装置及び制御方法

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2002012694A1 (fr) 2000-08-08 2002-02-14 Daimlerchrysler Ag Moteur a combustion interne a piston alternatif, a taux de compression variable
WO2004067949A1 (fr) * 2003-01-27 2004-08-12 Toyota Jidosha Kabushiki Kaisha Appareil de commande d'un moteur a combustion interne
US20070150164A1 (en) 2004-05-21 2007-06-28 Walt Froloff Variable compression ratio internal combustion engine
WO2006027316A1 (fr) * 2004-09-08 2006-03-16 Siemens Aktiengesellschaft Procede d'optimisation d'un demarrage instantane d'un moteur a combustion a allumage commande a taux de compression variable
WO2007092168A2 (fr) 2006-02-02 2007-08-16 Edward Charles Mendler Capteur de pression de combustion
JP2008115830A (ja) * 2006-11-08 2008-05-22 Nissan Motor Co Ltd レシプロ式内燃機関の制御装置及び制御方法

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Publication number Publication date
DE102010009910A1 (de) 2011-09-08

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