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WO2016016228A1 - Moteur à combustion interne à taux de compression réglable et came d'enclenchement et procédé pour faire fonctionner un moteur à combustion interne de ce type - Google Patents

Moteur à combustion interne à taux de compression réglable et came d'enclenchement et procédé pour faire fonctionner un moteur à combustion interne de ce type Download PDF

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Publication number
WO2016016228A1
WO2016016228A1 PCT/EP2015/067245 EP2015067245W WO2016016228A1 WO 2016016228 A1 WO2016016228 A1 WO 2016016228A1 EP 2015067245 W EP2015067245 W EP 2015067245W WO 2016016228 A1 WO2016016228 A1 WO 2016016228A1
Authority
WO
WIPO (PCT)
Prior art keywords
combustion engine
internal combustion
compression ratio
cam
zuschaltnocken
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/EP2015/067245
Other languages
German (de)
English (en)
Inventor
Matthias Thewes
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.)
FEV Europe GmbH
Original Assignee
FEV GmbH
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 FEV GmbH filed Critical FEV GmbH
Priority to DE112015003492.7T priority Critical patent/DE112015003492A5/de
Publication of WO2016016228A1 publication Critical patent/WO2016016228A1/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
    • 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
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/0015—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque
    • F01L13/0036—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque the valves being driven by two or more cams with different shape, size or timing or a single cam profiled in axial and radial direction
    • 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
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0242—Variable control of the exhaust valves only
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0273—Multiple actuations of a valve within an engine cycle
    • 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
    • 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
    • F02D15/04—Varying compression ratio by alteration of volume of compression space without changing piston stroke
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/01—Internal exhaust gas recirculation, i.e. wherein the residual exhaust gases are trapped in the cylinder or pushed back from the intake or the exhaust manifold into the combustion chamber without the use of additional passages
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the invention relates to a method for operating an internal combustion engine with an adjustable compression ratio of a cylinder, preferably by means of variable effective length of a connecting rod of the cylinder, an adjustment mechanism for adjusting the compression ratio, a valve train, comprising an intake cam and an exhaust cam, with an intake valve and an exhaust valve and with a control unit.
  • an internal combustion engine is known from WO-A-
  • the object of the present invention is therefore to provide a method with which a greater flexibility with regard to the operation of a variable compression ratio internal combustion engine can be achieved.
  • a method for operating an internal combustion engine with adjustable compression ratio of a cylinder preferably by changing the effective length of a connecting rod of the cylinder, and proposed with an adjustment mechanism for adjusting the compression ratio.
  • the internal combustion engine further has at least one intake valve and one exhaust valve, one each
  • Valve train comprising an intake cam and an exhaust cam, and a control unit.
  • the internal combustion engine is then operated from a first compression ratio while changing the same in a second, different from the first, compression ratio.
  • the proposed method provides that (in each case) a Zuschaltnocken the internal combustion engine is switched by means of the control unit to the intake and / or exhaust cam or is used instead of this cam, in the phase in which the piston of the cylinder in the region of its upper Dead center, preferably during the charge exchange process, is located.
  • the Zuschaltnocken enters action as soon as the internal combustion engine is operated in the second compression ratio.
  • the movement position of the piston of the internal combustion engine which performs a changing piston stroke during a rotation of the crankshaft of the internal combustion engine, is preferably analyzed on the basis of the rotation of the crankshaft.
  • the current rotational position of the crankshaft is preferably via a crankshaft rotation angle sensor recorded and passed on to the control unit.
  • An exact position of the crankshaft and thus also of the piston can preferably be indicated in degrees of angular rotation of the crankshaft, wherein within one operating cycle of the internal combustion engine, ie.
  • a bottom dead center of the piston is reached and at 180 ° crank angle, a first top dead center, at 360 ° crank angle, a second bottom dead center, at 540 ° crank angle, a second top dead center and at 720 ° crank angle, a third bottom dead center within the work cycle, or the first bottom dead center of the piston within the subsequent work cycle is achieved.
  • the intake cam and the exhaust cam and the Zuschaltnocken are arranged in a preferred embodiment on a camshaft of the valve train.
  • the valve train can also have an intake camshaft, on which the intake cam is arranged, an exhaust camshaft, on which the exhaust cam is arranged, and a connecting camshaft, on which the one or more Zuschaltnocken are arranged.
  • the Zuschaltnocken is arranged on either the inlet or the exhaust camshaft.
  • a special embodiment provides that intake cam, exhaust cam and Zuschaltnocken are arranged on a single camshaft of the valve train.
  • the exhaust cam preferably cooperates with the crankshaft such that the exhaust valve is actuated, ie, opened, by the exhaust cam in a range of approximately 70 to 40 degrees crank angle prior to reaching the second bottom dead center.
  • the Zuschaltnocken cooperate with the crankshaft so that the Zuschaltnocken actuates the exhaust valve in a Zuschaltnocken Scheme, d. H. opens, wherein the Zuschaltnocken Scheme extends from a Zuschaltbeginn to a Zunismde.
  • the commencement time may be in a range of 50 to 40, 39 to 30, 29 to 20, 19 to 10, 9 to 0 degrees crank angle before the second top dead center (i.e., during the charge cycle) and from 0 to 9, 10 to 19 . 20 to 29 degrees crank angle after the second top dead center.
  • the switch-on end can likewise be in the same ranges, the switch-on end taking place within a working cycle of the internal combustion engine at a higher degree of crank angle than the start of switch-on, ie the switch-on end takes place after the start of the switch-on.
  • the Zuschaltnocken cooperate with the crankshaft so that the Zuschaltnocken actuates the intake valve in a Zuschaltnocken Scheme, d. H.
  • the Zuschaltnocken Scheme extends from a Zuschaltbeginn to a Zunismde.
  • the start of the addition and the end of the connection can be in the same ranges as in the embodiment in which the Zuschaltnocken actuates the exhaust valve in a Zuschaltnocken Scheme.
  • Such cooperation of the Zuschaltnockens with the intake cam and the exhaust cam can have a particularly advantageous effect on stratification between residual gas after combustion still in the cylinder and the fresh cylinder charge and the temperature during combustion within the cylinder.
  • a double exhaust valve opening can be realized, in which the exhaust valve is actuated first by the exhaust cam and then by the switching cam, the exhaust valve is preferably opened longer than compared to an operation without the Zuschaltnocken.
  • the Zuschaltnocken can run in a variant of the invention, but also the entire valve lift, so act as a "replacement cam" for the exhaust cam. If a Zuschaltnocken acts additively to the intake cam, here also alternatively the Zuschaltnocken can map the entire intake valve train.
  • the residual gas content in the cylinder can be increased for subsequent combustion.
  • a higher residual gas content in the cylinder during combustion has a particular effect on a reduction in the tendency of the cylinder to knock.
  • the tendency to knock is reduced.
  • a flushing combustion process is performed when the Zuschaltnockens.
  • the Zuschaltnocken cooperates with the exhaust valve such that the exhaust valve is still open during the open intake valve, so that a purge of the combustion chamber of the cylinder is achieved.
  • an internal exhaust gas recirculation in a partial load operation of the internal combustion engine is performed when switching the Zuschaltnocken.
  • the internal exhaust gas recirculation can be realized by an outlet channel return and / or an inlet channel return.
  • the internal exhaust gas recirculation is realized by means of two Zuschaltnocken, a first Zuschaltnocken on the intake camshaft and a second Zuschaltnocken on the exhaust camshaft.
  • the Zuschaltnocken is switched on when adjusting the internal combustion engine from the first compression ratio to the second compression ratio.
  • the connection of the Zuschaltnockens stabilize a flow during the change of charge within the cylinder when adjusting the internal combustion engine from the first compression ratio to the second compression ratio.
  • An embodiment of the invention provides that the intake valve is actuated by the intake cam and the Zuschaltnocken during a cycle of the internal combustion engine.
  • the exhaust valve during the working cycle of the combustion tion of both the exhaust cam and the Zuschaltnocken is actuated.
  • a connection of the Zuschaltnockens is synchronized with an adjustment of the compression ratio of the internal combustion engine. The synchronization can be effected in particular mechanically, for example by means of a pressure pulse generator.
  • an adjustable compression ratio internal combustion engine of a cylinder preferably by changing the effective length of a connecting rod, with a compression ratio adjusting mechanism, a valvetrain including an intake cam and an exhaust cam, an intake valve and an exhaust valve, and a control device are proposed .
  • the internal combustion engine can be operated in a first operating state with a first compression ratio and in a second operating state with a second, different from the first compression ratio.
  • the valve train has a Zuschaltnocken, the connection of the Zuschaltnockens by means of the control unit in the phase of operation of the internal combustion engine, in which the piston is in the range around its top dead center, is provided.
  • the connection cam is deactivated in the first operating state of the internal combustion engine, ie.
  • the switched-off state means that the connection cam does not actuate a valve;
  • the switched-on state means that the Zuschaltnocken in addition to the intake or exhaust cam actuates the inlet and the exhaust valve of the cylinder, i. opens.
  • a flushing combustion process is made possible. Furthermore, an internal exhaust gas recirculation in partial load operation of the internal combustion engine can be made possible.
  • a special embodiment provides that the Zuschaltnocken adjacent to the connection to an inlet valve, ie. this pressed.
  • a further development provides that the Zuschaltnocken adjacent to the connection to an exhaust valve, ie. this pressed.
  • An advantageous embodiment of the invention provides that at least one operation of the intake valve is provided by both the Zuschaltnocken and the intake cam during a working cycle of the internal combustion engine. Furthermore, during one operating cycle of the internal combustion engine, at least one actuation of the exhaust valve may be provided by both the connecting cam and the exhaust cam.
  • the internal combustion engine has a Zuschalt- device for connecting the Zuschaltnockens, which, preferably mechanically, is synchronized with the adjusting mechanism.
  • the compression ratio can be actively or passively set for all cylinders of the internal combustion engine, for all cylinders of a cylinder bank of the internal combustion engine and / or for the individual cylinders of the internal combustion engine.
  • the geometry of an engine component such as the connecting rod length, the crankshaft radius, the bearing of the crankshaft and / or the storage of the compression piston on the connecting rod and thus the effective connecting rod length is preferably changed.
  • this is done hydraulically, ie. using a medium.
  • the motor oil is especially suitable as a medium.
  • the active adjustment means that an adjustment of the relevant engine component is achieved by the action of external adjusting forces on the adjusting mechanism.
  • the passive adjustment means that acting on the engine component during operation of the internal combustion engine forces such as the gas pressure forces and the inertial forces are utilized to effect an adjustment of the engine component.
  • the passive adjustment so it comes due to the use of these forces to an automatic adjustment of the engine component, while in the active adjustment from the outside, ie in addition to the aforementioned forces or independently of these even more adjusting forces are introduced.
  • the compression ratio of a reciprocating internal combustion engine can be set simultaneously for all cylinders or for all cylinders of a cylinder bank or set for the individual cylinders of the reciprocating internal combustion engine, in all the cases mentioned above either actively or passively.
  • the geometry of an engine component such as the connecting rod length, the crankshaft radius, the bearing of the crankshaft and / or the storage of the compression piston on the connecting rod and thus the effective connecting rod length is preferably changed.
  • This is preferably done hydraulically, ie. using a medium.
  • the motor oil is especially suitable as a medium.
  • the active adjustment means that an adjustment of the relevant engine component is achieved by the action of external adjusting forces on the adjusting mechanism.
  • the passive adjustment means that acting on the engine component during operation of the internal combustion engine forces such as the gas pressure forces and the inertial forces are utilized to effect an adjustment of the engine component. In the passive adjustment thus comes due to the use of these forces to an automatic adjustment of the engine component, while in the active adjustment from the outside, ie in addition to the aforementioned forces or independently of these still further adjustment forces are introduced.
  • Fig. 1 is a sectional view of an internal combustion engine having an adjustable variable compression ratio along a first cylinder;
  • FIG. 2 is a schematic view of the first cylinder of the internal combustion engine of FIG. 1 with a first set effective length of a connecting rod;
  • Fig. 3 is a schematic view of the first cylinder of the internal combustion engine of FIG. 1 with a second set effective length of a connecting rod;
  • Fig. 4 a valve train of the internal combustion engine according to FIG. 1 with an exhaust valve and an exhaust cam and a Zuschaltnocken;
  • Fig. 5 the valve gear according to FIG. 4 with switched-off cam
  • Fig. 6 shows the valve drive according to FIG. 4 with activated Zuschaltnocken.
  • Fig. 1 shows a sectional view of an internal combustion engine 1 through a cylinder 5 of the internal combustion engine 1.
  • the internal combustion engine 1 operates with an adjustable compression ratio of the first cylinder 5 and has an adjustment mechanism 2 for adjusting the compression ratio, a crankshaft 3 and a control unit 4.
  • the internal combustion engine 1 also has a rotational speed sensor 6 for detecting the rotational speed of the crankshaft 3.
  • the speed sensor 6 is preferably connected to the control unit 4.
  • the internal combustion engine 1 has a temperature sensor 7 in the vicinity of the first cylinder 5, which z. B. detects the temperature of the engine oil of the internal combustion engine 1 in the vicinity of the first cylinder 5.
  • the temperature sensor 7 and the speed sensor 6 are preferably electronically coupled to the control unit 4.
  • a first magnet 9 is arranged, preferably glued, to the piston 8 of the internal combustion engine 1 carried by the connecting rod 22.
  • the internal combustion engine 1 has a position sensor 10, preferably a Hall sensor.
  • the position sensor 10 is z. B. arranged on a crankcase of the internal combustion engine 1.
  • the position of the magnet 9 is detected by reaching the bottom dead center of the first piston 8 by means of the position sensor 10, wherein the reaching of the bottom dead center of the piston 8 is detected for example with a crankshaft sensor.
  • the magnet 9 is at the maximum possible compression ratio E max at a position which has the greatest possible distance to the position sensor 10 at bottom dead center.
  • E min of the internal combustion engine 1 the magnet 9 is at the passage of the bottom dead center of the piston 8 at a position which has the smallest possible distance from the position sensor 10.
  • any desired first compression ratio of the internal combustion engine 1 can be set.
  • a function or table is stored in the control unit 4, which sets the position of the first magnet 9 when reaching the bottom dead center of the piston 8 in relation to the current compression ratio of the internal combustion engine 1.
  • the adjustment of the compression ratio of the cylinder 5 via the Ver-adjusting mechanism 2 is preferably carried out by draining fluid either from a first working space 11 or from a second working space 12 of a first and second support cylinder 11.1 and 12.1 of the adjusting mechanism 2 via a first fluid channel 13 and via a second fluid channel 14 of the first adjusting mechanism 2 as a result of the action of Massenkräf- th or gas forces on the piston 8 during operation of the internal combustion engine 1.
  • a switching element 15 allows the adjustment mechanism 2, that an eccentric 16, via the the Piston 8 height-adjustable is mounted on the connecting rod 22, is rotated only in the direction of the arrow alpha while the compression ratio is increased. With opposite rotation of the eccentric 16, the compression ratio is reduced.
  • FIG. 2 shows schematically a view of the cylinder 5 of the internal combustion engine 1.
  • the adjusting mechanism 2 By means of the adjusting mechanism 2, the effective length of the connecting rod 22 of the piston 8 can be changed, so that the piston 8 is closer to or further away from the cylinder head in its top dead center.
  • the adjusting mechanism 2 is arranged in or on the connecting rod 22.
  • Fig. 3 shows the internal combustion engine 1 with the cylinder 5, wherein by means of the adjusting mechanism 2, the effective length of the connecting rod is changed to a length value 23 different from the length value 21 according to FIG.
  • the effective length 23 in this embodiment is greater than the first effective length 21 of the connecting rod 22, wherein the connecting rod 22 at the second effective length 23 has a smaller compression volume 24 compared to the larger compression volume 25 of FIG.
  • the internal combustion engine 1 works with the larger compression volume 25 at a first compression ratio and with the smaller compression volume 24 at a second compression ratio, the second compression ratio being greater than the first compression ratio.
  • Fig. 4 shows the valve drive 41 of the internal combustion engine 1 for the exhaust valve 42 with an exhaust cam 43 and a connecting cam 44.
  • the valve gear 41 preferably has a connecting device 45, which is arranged mechanically with an exhaust camshaft on which the exhaust cam 43 and the connecting cam 44 are arranged , connected is.
  • the Device 45 which is controlled by the control unit 4 is an activation of the Zuschaltnockens 44 by the control unit 4, when the piston stroke of the cylinder 5 is in or around the top dead center of the piston 8 of the cylinder 5, possible ,
  • the exhaust valve 42 is actuated for a certain duration via a rocker arm 46 during a revolution of the exhaust camshaft 51, d. H. open.
  • Fig. 5 shows the valve drive 41 in a cross section V-V from FIG. 4 with the rocker arm 46, the exhaust cam 43, the Zuschaltnocken 44 and the switching device 45 and the exhaust camshaft 51, on which the exhaust cam 43 and the Zuschaltnocken 44 are arranged.
  • the exhaust camshaft 51 is bidirectionally displaceable by means of the connection device 45 along the arrows 52 and 53.
  • the Zuschaltnocken 44 is shown in the off state, in which the rocker arm 46 and thus the exhaust valve 42 is not actuated during one revolution of the exhaust camshaft 51.
  • FIG. 6 shows the valve drive 41 in a cross section VI-VI from FIG. 4 with the rocker arm 46, the exhaust cam 43, the connection cam 44 and the connection device 45.
  • FIG. 6 shows the connection cam 44 in the engaged state, during which the exhaust camshaft rotates 51, the rocker arm 46 is actuated by means of the Zuschaltnockens 44, wherein the exhaust valve 42 is actuated, that is opened, is kept open or longer than by the exhaust cam 43.
  • the exhaust valve 42 during a Rotation of the intake camshaft 51 is operated twice.
  • the tendency to knock can be reduced at a comparatively high compression ratio, wherein a depression of the valve pockets 56 and 57 can be avoided. Therefore, the internal combustion engine 1 can be operated at full load operation and at part load operation with a higher compression ratio, which is accompanied by a higher efficiency.
  • the invention has been explained above with reference to the optional connection of a switchable Zuschaltnockens to an exhaust cam.
  • a Zuschaltnocken can just as well be connected to an intake cam.
  • cams could be present for both an intake and an exhaust cam.
  • the Zuschaltnocken can run in a variant of the invention, but also the entire valve lift, so act as a "replacement cam" for the exhaust cam. If a Zuschaltnocken acts additively to the intake cam, here also alternatively the Zuschaltnocken can map the entire intake valve train.

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

Abstract

Moteur à combustion interne (1) dont le taux de compression d'un cylindre (5) peut être réglé de préférence par variation de la longueur effective d'une bielle, comprenant un mécanisme de réglage (2) pour régler le taux de compression réglable, une distribution (41) présentant une came d'admission et une came d'échappement (43), une soupape d'admission et une soupape d'échappement (42), et un module de commande (4). Le moteur présente un premier état de fonctionnement avec un premier taux de compression et un deuxième état de fonctionnement avec un deuxième taux de compression différent du premier, la distribution (41) comprenant une came d'enclenchement (44). La came d'enclenchement (44) peut être enclenchée au moyen du module de commande (4) lorsque le moteur à combustion interne (1) fonctionne dans une plage proche d'un point mort haut d'une course de piston du cylindre (5).
PCT/EP2015/067245 2014-07-30 2015-07-28 Moteur à combustion interne à taux de compression réglable et came d'enclenchement et procédé pour faire fonctionner un moteur à combustion interne de ce type Ceased WO2016016228A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE112015003492.7T DE112015003492A5 (de) 2014-07-30 2015-07-28 Verbrennungskraftmaschine mit einstellbarem Verdichtungsverhältnis und Zuschaltnocken und Verfahren zum Betreiben einer derartigen Verbrennungskraftmaschine

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102014010976.3 2014-07-30
DE102014010976 2014-07-30

Publications (1)

Publication Number Publication Date
WO2016016228A1 true WO2016016228A1 (fr) 2016-02-04

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PCT/EP2015/067245 Ceased WO2016016228A1 (fr) 2014-07-30 2015-07-28 Moteur à combustion interne à taux de compression réglable et came d'enclenchement et procédé pour faire fonctionner un moteur à combustion interne de ce type

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DE (1) DE112015003492A5 (fr)
WO (1) WO2016016228A1 (fr)

Cited By (3)

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Publication number Priority date Publication date Assignee Title
WO2019162528A1 (fr) * 2018-02-26 2019-08-29 Iwis Motorsysteme Gmbh & Co. Kg Dispositif de détection destiné à une bielle à longueur réglable
WO2020069554A1 (fr) * 2018-10-05 2020-04-09 James Domenic Krajancich Moteur à combustion amélioré
DE102021103442A1 (de) 2021-02-15 2022-08-18 Bayerische Motoren Werke Aktiengesellschaft Verbrennungskraftmaschine und Kraftfahrzeug mit einer Verbrennungskraftmaschine

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