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WO2010006871A1 - Dispositif de réglage d’un moteur à combustion interne - Google Patents

Dispositif de réglage d’un moteur à combustion interne Download PDF

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Publication number
WO2010006871A1
WO2010006871A1 PCT/EP2009/057573 EP2009057573W WO2010006871A1 WO 2010006871 A1 WO2010006871 A1 WO 2010006871A1 EP 2009057573 W EP2009057573 W EP 2009057573W WO 2010006871 A1 WO2010006871 A1 WO 2010006871A1
Authority
WO
WIPO (PCT)
Prior art keywords
brake
clutch
adjusting device
shaft
drive shaft
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/EP2009/057573
Other languages
German (de)
English (en)
Inventor
Frank Richter
Alexander Gross
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.)
ZF Friedrichshafen AG
Original Assignee
ZF Friedrichshafen 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 ZF Friedrichshafen AG filed Critical ZF Friedrichshafen AG
Publication of WO2010006871A1 publication Critical patent/WO2010006871A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • 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
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D67/00—Combinations of couplings and brakes; Combinations of clutches and brakes
    • F16D67/02—Clutch-brake combinations
    • F16D67/06—Clutch-brake combinations electromagnetically actuated

Definitions

  • the invention relates to an adjusting device of an internal combustion engine whose compression ratios are changeable with the features of the preamble of claim 1 and a method for operating an internal combustion engine having the features of claim 9.
  • the internal combustion engine has a housing in which the piston and the crankshaft move.
  • the piston is moved by the gas force down and transmits this movement via a main connecting rod and a cross lever on the crankshaft.
  • the transverse lever is supported via a Maupleuelstange on an eccentric, which in turn is arranged on an adjusting shaft.
  • the internal combustion engine further has two camshafts, which are driven by a belt loop from the crankshaft.
  • the belt drive further drives a drive element which is connected via a shiftable clutch and two planetary gear with the adjusting shaft.
  • An input-side shaft portion of the planetary gear can be connected to the housing both via the coupling with the drive element and via a brake.
  • the two-stage planetary gear translated the rotation of the drive element in a small rotation of the adjusting.
  • the eccentric or the adjusting shaft is mounted in the housing and changes the position and / or the direction of the adjusting lever by its rotation.
  • the compression ratio is changed by turning an adjusting shaft and thus by turning the eccentric.
  • the adjusting shaft is held in a position to achieve a fixed compression ratio.
  • the object of the invention is to provide an adjustment of an internal combustion engine whose compression ratios are adjustable ready, the adjustment should take a small amount of space to complete.
  • a method for switching an adjustment is to be proposed.
  • the object is achieved on the basis of an adjusting device known from the prior art, in which the internal combustion engine drives the adjusting device via a drive element. Triebling between a drive shaft and an adjusting a gear, a switchable clutch and a switchable brake is arranged. When the clutch is closed, a connection between the drive element and the drive shaft is formed. By a closed brake, the drive shaft is held.
  • an adjusting device with a combined clutch and brake unit which has a clutch with a first fixed to the drive element coupling part and a second switchable coupling part and a brake with a first housing fixed part and a second switchable part.
  • the second movable part of the clutch and the brake consists of a common for the clutch and the brake armature disc, which is rotatably connected to the drive shaft.
  • the clutch brake unit is switched electromagnetically.
  • the armature disk is formed of a magnetic material and each one electromagnet is associated with the clutch and the brake.
  • the electromagnets each have an electromagnetic body and a coil.
  • the associated clutch or brake is activated, whereby the armature plate is attracted to the clutch or brake and the clutch or brake is closed.
  • the armature disc thus performs a short stroke movement.
  • the second part of the clutch or brake has at least one friction lining corresponding to the armature disk.
  • the armature disk is arranged on the transmission input shaft such that it can be pushed axially and is arranged between two return springs, for example between two spiral springs.
  • the return springs each act with a counteracting spring force on the Anchor disc and thus cause the armature disc in its neutral position.
  • the neutral position of the armature disc is approximately midway between a clutch engagement and a brake engagement.
  • the clutch brake unit is always responsive.
  • Another advantage is that the compression ratio automatically returns to a low compression ratio. Due to the gas pressure in the cylinder of the engine, the entire system acts retroactively and returns the eccentric to its starting position.
  • the armature disk is fixedly arranged on the transmission input shaft and designed such that the armature disk is resilient in its axial direction.
  • the resilient part of the armature disk will deflect or deflect and the clutch or the brake will be closed.
  • the electromagnet is switched off, the armature disk springs back into its upright neutral position.
  • no return springs are needed.
  • the armature disk does not perform any lifting movement, which eliminates the sliding surface necessary for a lifting movement.
  • the possible non-linear movement of the friction linings of the armature disk is compensated by the arrangement of the friction linings, since the friction linings are arranged such that they engage in parallel to the opposing friction linings of the clutch or the brake despite a possibly arcuate movement of the friction linings.
  • the transmission between the drive shaft and the eccentric is designed as a spur gear.
  • the same gear ratios are achieved with less space than with two planetary gears.
  • the magnetic body are arranged.
  • the drive element and the drive shaft is mounted in the magnetic body and / or in another component fixed to the housing.
  • the drive element is arranged on a hollow shaft, or is designed as a hollow shaft and has at least one bearing to a housing-fixed part and the drive shaft is arranged in the hollow shaft and is additionally stored in it.
  • Fig. 1 shows an adjusting unit shown in principle
  • Fig. 2 is a principle illustrated clutch brake unit
  • Fig. 3 is a principle illustrated variant of the clutch brake unit
  • Fig. 4 is a principle illustrated variant of the adjustment
  • the adjusting device comprises a clutch brake unit 24 and a transmission 25.
  • the clutch brake unit 24 has on the left side shown in Figure 1, a drive element 1 and on its opposite side a drive shaft 2, wherein the drive shaft 2 acts as an input shaft for the transmission 25.
  • a clutch and a brake is present, when the clutch is closed, the drive element 1 is connected to the drive shaft 2 and with the brake closed, the drive shaft 2 is held.
  • Figure 2 shows a clutch-brake unit 24 of an adjusting device according to the invention in a housing 23.
  • a drive element 1 is mounted on a drive shaft 2 by means of the bearings 3, 4.
  • the drive element 1 has a further bearing 5 between the drive element 1 and a first housing-fixed solenoid body 6 and the drive shaft 2 is additionally mounted on a second housing-fixed solenoid body 7 by means of the bearing 8.
  • the clutch of the clutch brake unit 24 is formed of a first and a second coupling part 9, 12.
  • the first coupling part 9 has on its right in the figure 2 axial side friction linings 10, 1 1 and is arranged stationary on the drive element 1.
  • an armature disk 12 made of a magnetic material is slidably disposed, for example by means of a splined connection.
  • the armature disk 12 represents the second coupling part and has on its radial surface against the first coupling part 9 friction linings 13, 14. Due to a current Suppression of a coil 15, the armature disk 12 is pulled against the solenoid body 6 and thus the clutch is closed and a rotation of the drive member 1 can be transmitted to an adjustment of the eccentric 28 and an increase in the compression ratio is achieved.
  • the first part of the brake is formed by two housing-fixed friction linings 18, 19, for example, the friction linings 18, 19 are arranged directly on the magnetic body 7.
  • the armature disk 12 acts as a second part of the brake and thus has two friction linings 16, 17 on its right axial side in FIG.
  • the armature disk 12 When neither the clutch nor the brake are active, the armature disk 12 is positioned in its neutral position by the return springs 20, 21.
  • the neutral position corresponds to a position approximately midway between the clutch and the brake engagement.
  • the compression ratio will automatically reset to a lower compression ratio. Due to the gas pressure in the cylinder of the engine, the entire system acts retroactively and returns the eccentric to its starting position and thus the compression ratio herrufde again.
  • the drive wheel of the transmission 25 is provided.
  • the armature disk 12 is engaged with the second coupling part 9
  • rotation of the drive element 1 is introduced to the drive shaft 2 and further into the transmission 25.
  • the transmission 25 translates the rotation of the drive shaft in two stages via the countershaft 26 and on to the adjusting shaft 27 and the eccentric 28 such that several revolutions the drive shaft 2 only cause a smaller angular adjustment of the eccentric 28.
  • FIG. 3 shows a variant of the clutch brake unit.
  • the armature disk 12 is arranged stationarily on the drive shaft 2.
  • an area 29 of the armature disk 12 is resilient.
  • the region 30 of the armature disk 12 is formed of a magnetic material.
  • FIG. 4 shows a variant of the adjustment unit, in which the drive wheel of the transmission 25 is arranged on the same side as the input element 1 of the clutch brake unit.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Braking Arrangements (AREA)

Abstract

L'invention concerne un dispositif de réglage d'un moteur à combustion interne dont les rapports de compression peuvent être réglés par l'intermédiaire d'un excentrique (28) disposé sur un arbre de réglage (27) du dispositif de réglage, le dispositif de réglage pouvant être entraîné par un moteur à combustion interne par l'intermédiaire d'un élément d'entraînement (1) d'un arbre d'entraînement (2) du dispositif de réglage, et une transmission (25), un embrayage enclenchable et un frein enclenchable étant disposés entre l'élément d'entraînement (2) et l'excentrique (27). Une liaison entre l'élément d'entraînement (1) et l'arbre d'entraînement (2) peut être établie par l'embrayage et l'arbre d'entraînement (2) peut être arrêté par le frein enclenchable. Le dispositif de réglage présente une unité d'embrayage et de frein combinée (24) dans laquelle un embrayage  avec une première partie (9) et une deuxième partie enclenchable (12) et un frein avec une première partie (18, 19) et une deuxième partie enclenchable (12) sont disposés, et la deuxième partie (12) de l'embrayage et du frein est constituée d'une plaque d'induit (12) commune pour l'embrayage et le frein qui est disposée de manière solidaire en rotation sur l'arbre d'entraînement (2).
PCT/EP2009/057573 2008-07-16 2009-06-18 Dispositif de réglage d’un moteur à combustion interne Ceased WO2010006871A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102008040459A DE102008040459A1 (de) 2008-07-16 2008-07-16 Verstellvorrichtung eines Verbrennungsmotors
DE102008040459.4 2008-07-16

Publications (1)

Publication Number Publication Date
WO2010006871A1 true WO2010006871A1 (fr) 2010-01-21

Family

ID=41016785

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2009/057573 Ceased WO2010006871A1 (fr) 2008-07-16 2009-06-18 Dispositif de réglage d’un moteur à combustion interne

Country Status (2)

Country Link
DE (1) DE102008040459A1 (fr)
WO (1) WO2010006871A1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102011017184A1 (de) 2011-04-15 2012-05-31 Daimler Ag Stelleinrichtung zum variablen Einstellen wenigstens eines Verdichtungsverhältnisses einer Verbrennungskraftmaschine
DE102011006900A1 (de) * 2011-04-06 2012-10-11 Gkn Stromag Ag Elektromagnetische Federdruckbremse oder -kupplung
DE102013017622A1 (de) 2013-10-23 2015-04-23 Daimler Ag Verfahren zum Betreiben einer Stelleinrichtung einer Verbrennungskraftmaschine

Families Citing this family (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102009046857A1 (de) * 2009-11-19 2011-05-26 Zf Friedrichshafen Ag Stellgetriebe und Verwendung des Stellgetriebes
DE102011017182A1 (de) * 2011-04-15 2012-10-18 Daimler Ag Stelleinrichtung zum variablen Einstellen eines Verdichtungsverhältnisses einer Verbrennungskraftmaschine
DE102011017180A1 (de) * 2011-04-15 2012-10-18 Daimler Ag Verfahren zum Betreiben einer Stelleinrichtung einer Verbrennungskraftmaschine
DE102011017191A1 (de) 2011-04-15 2012-10-18 Daimler Ag Stelleinrichtung zum variablen Einstellen eines Verdichtungsverhältnisses einer Verbrennungskraftmaschine
DE102011017202A1 (de) * 2011-04-15 2012-10-18 Daimler Ag Stelleinrichtung zum variablen Einstellen eines Verdichtungsverhältnisses einer Verbrennungskraftmaschine
DE102011017200A1 (de) * 2011-04-15 2012-10-18 Daimler Ag Stelleinrichtung zum variablen Einstellen wenigstens eines Verdichtungsverhältnisses einer Verbrennungskraftmaschine
DE102011017199A1 (de) * 2011-04-15 2012-05-31 Daimler Ag Stelleinrichtung zum variablen einstellen eines Verdichtungsverhältnisses einer Verbrennungskraftmaschine
DE102011017230A1 (de) * 2011-04-15 2012-08-16 Daimler Ag Stelleinrichtung zum variablen Einstellen eines Verdichtungsverhältnisses einer Verbrennungskraftmaschine
DE102011018397A1 (de) * 2011-04-21 2012-10-25 Daimler Ag Verfahren zum Betreiben einer Verbrennungskraftmaschine sowie Stelleinrichtung zum variablen Einstellen wenigstens eines Verdichtungsverhältnisses einer solchen Verbrennungskraftmaschine
DE102011108185B4 (de) 2011-07-22 2019-08-22 Audi Ag Brennkraftmaschine mit einem Mehrgelenkskurbeltrieb sowie Verfahren zum Betreiben einer solchen Brennkraftmaschine
DE102011116952B4 (de) * 2011-10-26 2015-09-03 Audi Ag Mehrgelenkskurbeltrieb einer Brennkraftmaschine sowie Verfahren zum Betreiben eines Mehrgelenkskurbeltriebs
DE102015111441B4 (de) 2015-07-15 2021-03-04 Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr Verstelleinrichtung für eine Brennkraftmaschine mit variablem Verdichtungsverhältnis

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4589534A (en) * 1983-02-04 1986-05-20 Institutal De Cercetare Stintifica Si Inginerie Technologica Pentrj Industria Electrotehnica Electromechanical driving system with variable speed
BE1001629A3 (nl) * 1988-05-03 1989-12-19 Picanol Nv Elektromagnetische koppeling-rem-eenheid voor weefmachines.
EP0893616A2 (fr) * 1997-07-23 1999-01-27 ZF FRIEDRICHSHAFEN Aktiengesellschaft Combinaison embrayage-frein à disques de friction et à actionnement électromagnétique
DE102005020270A1 (de) * 2005-04-30 2006-11-09 Daimlerchrysler Ag Brennkraftmaschine mit variablem Verdichtungsverhältnis

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19918592B4 (de) * 1999-04-23 2013-05-23 Fev Gmbh Stellantrieb zur Positionierung eines Stellmittels
DE10051271B4 (de) * 2000-10-16 2015-07-16 Fev Gmbh In ihrem Verdichtungsverhältnis einstellbare Kolbenbrennkraftmaschine mit integriertem Verstellaktuator
DE20118997U1 (de) * 2001-11-21 2002-01-24 FEV Motorentechnik GmbH, 52078 Aachen Stellantrieb für eine in ihrem Verdichtungsverhältnis einstellbare Kolbenbrennkraftmaschine
DE10309649A1 (de) * 2003-03-06 2004-09-23 Daimlerchrysler Ag Hubkolbenmaschine
DE102005047203A1 (de) * 2005-10-01 2007-04-19 Daimlerchrysler Ag Brennkraftmaschine mit variablem Verdichtungsverhältnis

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4589534A (en) * 1983-02-04 1986-05-20 Institutal De Cercetare Stintifica Si Inginerie Technologica Pentrj Industria Electrotehnica Electromechanical driving system with variable speed
BE1001629A3 (nl) * 1988-05-03 1989-12-19 Picanol Nv Elektromagnetische koppeling-rem-eenheid voor weefmachines.
EP0893616A2 (fr) * 1997-07-23 1999-01-27 ZF FRIEDRICHSHAFEN Aktiengesellschaft Combinaison embrayage-frein à disques de friction et à actionnement électromagnétique
DE102005020270A1 (de) * 2005-04-30 2006-11-09 Daimlerchrysler Ag Brennkraftmaschine mit variablem Verdichtungsverhältnis

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102011006900A1 (de) * 2011-04-06 2012-10-11 Gkn Stromag Ag Elektromagnetische Federdruckbremse oder -kupplung
DE102011006900B4 (de) * 2011-04-06 2016-08-18 Gkn Stromag Ag Elektromagnetische Federdruckbremse oder -kupplung
DE102011017184A1 (de) 2011-04-15 2012-05-31 Daimler Ag Stelleinrichtung zum variablen Einstellen wenigstens eines Verdichtungsverhältnisses einer Verbrennungskraftmaschine
WO2012139617A1 (fr) 2011-04-15 2012-10-18 Daimler Ag Dispositif de réglage pour le réglage variable d'un taux de compression d'un moteur à combustion interne
DE102013017622A1 (de) 2013-10-23 2015-04-23 Daimler Ag Verfahren zum Betreiben einer Stelleinrichtung einer Verbrennungskraftmaschine

Also Published As

Publication number Publication date
DE102008040459A1 (de) 2010-01-21

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