• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a connecting rod for an internal combustion engine, in particular a gasoline engine, with a first Pleuelteil and a second Pleuelteil, wherein the first Pleuelteil relative to the second Pleuelteil is movable to adjust the length of the connecting rod, with a hydraulic adjusting unit to the first Pleuelteil relative to the second Pleuelteil to adjust, and with a control unit for controlling the adjustment. It is to be provided a length-adjustable connecting rod, which is easily adaptable to different engine concepts. For this purpose, it is provided that the adjusting unit and the control unit are designed as an encapsulated assembly, the encapsulated assembly a first interface, via which it is connected to one of the two connecting rods, and a second interface, via which it is connected to the other of the two connecting rods , wherein the first interface is a purely mechanical interface and the second interface enables a mechanical and a hydraulic connection between the encapsulated assembly and the corresponding connecting rod member. Furthermore, the invention also relates to an internal combustion engine with such a connecting rod and the use of such a connecting rod in an internal combustion engine.
    公开号:AT519297A2
    申请号:T50923/2017
    申请日:2017-11-03
    公开日:2018-05-15
    发明作者:Kai Arens Dr；Riba Zóltan；Bodensteiner Martin；Latz Steffen；Heller Malte
    申请人:Avl List Gmbh；Iwis Motorsysteme Gmbh & Co Kg；
    IPC主号:
    专利说明:

    Connecting rod with encapsulated assembly for length adjustment
    The present invention relates to a connecting rod for an internal combustion engine, in particular a gasoline engine, having a first connecting rod part and a second connecting rod part, wherein the first connecting rod part is movable relative to the second connecting rod part in order to adjust the length of the connecting rod, with a hydraulic adjusting unit to the first To adjust connecting rod relative to the second Pleuelteil, and with a control unit for controlling the adjustment. Furthermore, the invention relates to an internal combustion engine with such a connecting rod and the use of such a connecting rod in an internal combustion engine.
    The thermal efficiency of internal combustion engines, in particular gasoline engines, is dependent on the compression ratio ε, d. H. the total volume before compression to the compression volume (ε = (stroke volume Vh + compression volume Vc) / compression volume Vc). As the compression ratio increases, the thermal efficiency increases. The increase in the thermal efficiency via the compression ratio is degressive, but still relatively strong in the range of today's usual values.
    In practice, the compression ratio can not be increased arbitrarily, since too high compression ratio leads to unintentional spontaneous combustion of the combustion mixture by increasing the pressure and temperature. This early combustion not only leads to a troubled run and the so-called knocking in gasoline engines, but can also lead to component damage to the engine. In the partial load range, the risk of spontaneous combustion is lower, which in addition to the influence of ambient temperature and pressure also depends on the operating point of the engine. Accordingly, a higher compression ratio is possible in the partial load range. In the development of modern internal combustion engines, there are therefore efforts to adjust the compression ratio to the respective operating point of the engine. For the realization of a variable compression ratio (VOR) there are different solutions with which the position of the crank pin or the piston pin of the engine piston changes or the effective length of the connecting rod is varied. There are always solutions for a continuous and discontinuous adjustment of the components. Continuous adjustment allows optimal reduction of CC output and consumption due to a compression ratio that can be set for each operating point. In contrast, a discontinuous adjustment with two trained as end stops the adjustment stages design and operational advantages and still allows compared to a conventional crank mechanism significant savings in consumption and CO 2 emissions.
    Already the document US 2,217,721 describes an internal combustion engine with a length-adjustable connecting rod with two telescopically displaceable connecting rods, which together form a high-pressure chamber. For filling and emptying of the high-pressure chamber with engine oil and thus to change the length of the connecting rod, a hydraulic adjusting mechanism is provided with a control valve with spring-biased closure element, which is displaceable by the pressure of the engine oil in an open position.
    A discontinuous adjustment of the compression ratio for an internal combustion engine is shown in EP 1 426 584 A1, in which an eccentric connected to the piston pin makes it possible to adjust the compression ratio. In this case, a fixation of the eccentric in one or the other end position of the pivoting area by means of a mechanical locking.
    DE 10 2005 055 199 A1 likewise discloses the mode of operation of a length-variable connecting rod with which different compression ratios are made possible. The realization is also done here via an eccentric in the small connecting rod, which is fixed in position by two hydraulic cylinders with variable resistance.
    WO 2013/092364 A1 describes a length-adjustable connecting rod for an internal combustion engine with two telescopically movable rod parts, wherein a rod part forms a cylinder and the second rod part forms a longitudinally displaceable piston element. Between the piston member of the second rod member and the cylinder of the first rod member, a high-pressure space is formed, which is supplied via a hydraulic adjusting mechanism with an oil passage and an oil pressure-dependent valve with engine oil.
    A similar length-adjustable connecting rod for an internal combustion engine with telescopically displaceable rod parts is shown in WO 2015/055582 A2. According to WO 2015/055582 A2, the compression ratio in the internal combustion engine should be adjusted by the connecting rod length. The connecting rod length affects the compression volume in the combustion chamber, wherein the stroke volume is determined by the position of the crankshaft journal and the cylinder bore. A short connecting rod therefore results in a lower compression ratio than a long connecting rod with otherwise identical geometrical dimensions (e.g., piston, cylinder head, crankshaft, valve timing, etc.). The connecting rod length is hydraulically varied between two positions. The entire connecting rod is made of several parts, wherein the change in length is effected by a telescopic mechanism with a double-acting hydraulic cylinder. The small connecting rod eye, which usually serves to receive the piston pin, is connected to a piston rod (telescopic rod part). The associated adjusting piston is axially displaceably guided in a cylinder which is arranged in the connecting rod part with the large connecting rod eye, which usually serves to receive the crankshaft journal. The adjusting piston separates the cylinder into two pressure chambers, an upper and a lower pressure chamber. These two pressure chambers are supplied with engine oil via check valves, whereby the supply of engine oil takes place via the lubrication of the connecting rod bearing. For this purpose, an oil passage from the crankshaft journal over the connecting rod bearing to the connecting rod and there via the check valves in the pressure chambers is required. If the connecting rod is in the long position, there is no engine oil in the upper pressure chamber. The lower pressure chamber, however, is completely filled with engine oil. During operation, the connecting rod is loaded alternately due to the gas and inertial forces on train and pressure. In the long position of the connecting rod, a tensile force is absorbed by the mechanical contact with an upper stop of the adjusting piston. The connecting rod length does not change as a result. An applied compressive force is transmitted via the piston surface to the oil-filled lower pressure chamber. Since the check valve of this pressure chamber prevents oil return, the oil pressure rises, whereby pressures of well over 1,000 bar can occur in the lower pressure chamber. The connecting rod length does not change. The connecting rod is hydraulically locked in this direction. In the short position of the connecting rod, the conditions turn around. The lower pressure chamber is empty, the upper pressure chamber is filled with engine oil. A tensile force causes a pressure increase in the upper pressure chamber. A compressive force is absorbed by a mechanical stop. The connecting rod length can be adjusted in two stages by emptying one of the two pressure chambers. Here, one of the two inlet check valves is bridged by an associated return channel. Engine oil can flow through these return passages independently of the pressure difference between the pressure chamber and the supply device. The respective check valve loses its effect accordingly. The two return channels are opened and closed by a control valve, always exactly one return channel open, the other is closed. The actuator for switching the control valve for the two return channels is controlled here hydraulically by the supply pressure.
    The space for such a connecting rod is limited both axially and radially. In the crankshaft direction of the space is limited by the bearing width and the distance of the counterweights. In the axial direction, only the space between the small connecting rod eye for supporting the piston pin and the large connecting rod eye for supporting the crankshaft journal and a possible Verstellhub the connecting rod is anyway available.
    The forces to be transmitted by a connecting rod in an internal combustion engine are considerable, which is why the pressures in the pressure chambers of the cylinder-piston unit can be considerable. In view of the high internal pressures in such a cylinder-piston unit, the fatigue strength of the materials used is problematic, but also the construction of the components in view of the small installation space.
    In the above-mentioned WO 2015/055582 A2, the cylinder bore is formed in the second connecting rod part, while the first connecting rod part is connected to a piston rod of the adjusting piston. The second connecting rod part must therefore be made relatively expensive in order to obtain the valve bore with the desired precision.
    It is therefore the object of the present invention to provide a length-adjustable connecting rod, which allows a simple production and allows the use in different engine concepts.
    For this purpose, the invention provides that the adjustment and the control unit are designed as a sealed assembly, the encapsulated assembly a first interface, via which it is connected to one of the two connecting rods, and a second interface, via which they are connected to the other of the two connecting rods is, wherein the first interface is a purely mechanical interface and the second interface allows a mechanical and a hydraulic connection between the encapsulated assembly and the corresponding Pleuelteil.
    By the term "encapsulated assembly" is meant that the assembly is liquid-tight except for the hydraulic connection at the second interface. Only the hydraulic connection at the second interface allows a liquid supply or liquid discharge to or from the encapsulated assembly.
    The first and the second interface each define a defined connection region between the encapsulated assembly and the first and the second connecting rod part. This makes it possible to connect the encapsulated assembly with differently designed connecting rods and thus easy to use in different engines. It is only necessary in each case to provide the connecting rod parts with the interfaces. It is possible to build a variety of different connecting rods with a few variants of the preassembled module. The application for a specific engine project is considerably simplified. Due to the defined interfaces, the individual machining on the connecting rods is not very extensive. The individual validation for each connecting rod is also inexpensive. The unified, preassembled assembly can be produced in a correspondingly higher number, resulting in a cost advantage. Also standardization in manufacturing and assembly are possible, which bring further economic benefits.
    It can further be provided that one of the two connecting rod parts has an oil passage for supplying engine oil to the encapsulated assembly and is connected via the second interface with the encapsulated assembly. This allows the module to be easily supplied with engine oil.
    In a simple embodiment, the first connecting rod part may have a small connecting rod eye for connection to a reciprocating piston of the internal combustion engine and be connected to the encapsulated assembly via the first interface. Only a mechanical connection is then provided between the first connecting rod part and the encapsulated assembly. A seal against engine oil is not required, the connection can thus be made very simple.
    A simple supply of engine oil to the encapsulated assembly can be realized when the second connecting rod member has a large connecting rod for connection to the crankshaft of the internal combustion engine and is connected via the second interface with the encapsulated assembly. Between the second connecting rod and the encapsulated assembly then a mechanical and a hydraulic connection are present. The second connecting rod part has a channel for supplying engine oil, which is connected to the crankshaft lubrication. The engine oil supply to the encapsulated assembly is therefore easy on the crankshaft lubrication.
    In a variant, it may be provided that the adjusting unit comprises a cylinder bore, an adjusting piston arranged longitudinally movably in the cylinder bore with a piston rod, and at least one first pressure space provided in the cylinder bore for receiving engine oil, wherein the first pressure chamber is bounded on one side by the movable adjusting piston is. This allows a stable and simple configuration of the adjustment. Usually, the adjusting piston and the cylinder bore of the adjustment are rotationally symmetrical, but not limited to such a geometric shape. A length-adjustable connecting rod according to the present invention also includes oval, polygonal or other cross-sectional shapes of the adjusting piston and the cylinder bore of the adjustment.
    In order to enable a simple connection between the encapsulated assembly and the first and the second connecting rod part, it can be provided that the first interface of the assembly is formed on the piston rod of the adjusting piston and the second interface is formed on the opposite end of the encapsulated assembly.
    In a further variant, it can be provided that the encapsulated assembly has seals for the elements in contact with engine oil. These elements are, for example, the adjusting piston, the piston rod, etc. The encapsulated assembly is thus a sealed unit. No further sealing is necessary at the interfaces. As a result, a very simple connection of the assembly to the first and the second connecting rod part is made possible without the need for additional sealing measures.
    In yet another variant, it can be provided that the adjustment unit is hydraulically controlled by means of the control unit, and the control unit has oil passages, check valves, drain valves and a control valve, which are integrated into the encapsulated assembly. Thus, a simple coupling of the module to the engine oil circuit is possible.
    It can also be provided that the encapsulated assembly is designed as an adapter that connects the two connecting rod parts together. The two connecting rods must therefore have no special design for the length adjustment of the connecting rod, this is performed completely by the adapter.
    Alternatively it can be provided that the encapsulated assembly is designed as a cartridge which is received in corresponding recesses in the two connecting rod parts. The encapsulated assembly is thus protected in the two connecting rods arranged.
    Furthermore, the invention also relates to the use of a connecting rod described above in a reciprocating internal combustion engine. The connecting rod according to the invention makes it possible to use identical encapsulated assemblies in different engines, so that very different connecting rods for different engines can be realized.
    In a further aspect, the invention also relates to an internal combustion engine having at least one reciprocating piston and a connecting rod connected to the reciprocating piston with the features described above. All reciprocating pistons of an internal combustion engine are preferably equipped with such a length-adjustable connecting rod. However, this is not necessary. The fuel economy of such an internal combustion engine can be considerable and up to 20% if, depending on the particular operating condition
    Compression ratio is adjusted accordingly. Conveniently, the adjustment of the length-adjustable connecting rod can be connected to the engine oil of the internal combustion engine. In addition, the control unit of the length-adjustable connecting rod can be controlled by means of the pressurized engine oil.
    Another variant provides that the system pressure of the engine oil in the pressure chamber of the adjustment between 1500 bar and 3000 bar, preferably between 2000 and 2500 bar bar. The limitation of the system pressure, and thus the avoidance of high pressures, allows the safe structural design of the inner diameter of the cylinder bore and the wall thickness of the cylinder and thus enables a reliable structural design of the length-adjustable connecting rod according to the invention. Small pressure values are to be preferred.
    According to a further development, a control drive can be provided with at least one timing chain, a tensioning and / or guide rail, and / or a chain tensioner which connects the crankshaft to the at least one camshaft of the internal combustion engine. The timing drive is important because it can have a significant influence on the dynamic load of the engine and thus also on the length-adjustable connecting rod. Preferably, the control drive is designed so that no excessive dynamic forces are introduced. Alternatively, such a control drive can also be formed with a spur gear or a drive belt, for example a toothed belt, which is prestressed by means of the tensioning device with tensioning roller.
    In the following the invention will be explained in more detail with reference to drawings. Show it:
    FIG. 1 shows a schematic cross section through an internal combustion engine,
    2 shows a connecting rod of FIG. 1 with an encapsulated assembly for Längenver position of the connecting rod,
    3 shows a schematic representation of the encapsulated assembly of FIG. 2 with a
    Adjustment and a control unit for adjusting the connecting rod in a first position, and
    Figure 4: a schematic representation of the encapsulated assembly of FIG. 2 in a second position.
    In Fig. 1, a combustion engine (gasoline engine) 1 is shown in a schematic representation. The internal combustion engine 1 has three cylinders 2.1, 2.2 and 2.3, in each of which a reciprocating piston 3.1, 3.2, 3.3 moves up and down. Furthermore, the internal combustion engine 1 comprises a crankshaft 4, which is rotatably mounted by means of crankshaft bearings 5.1, 5.2, 5.3, 5.4. The crankshaft 4 is connected by means of the connecting rods 6.1, 6.2 and 6.3 respectively with the associated reciprocating piston 3.1, 3.2 and 3.3. For each connecting rod 6.1,6.2 and 6.3, the crankshaft 4 has an eccentrically arranged crankshaft journals 7.1, 7.2 and 7.3. Each connecting rod 6.1, 6.2 and 6.3 has a large connecting rod 8.1, 8.2 and 8.3 and a small connecting rod 9.1, 9.2 and 9.3. The large connecting rod 8.1, 8.2 and 8.3 is respectively mounted on the associated crankshaft journal 7.1, 7.2 and 7.3. The small connecting rod 9.1.9.2 and 9.3 is respectively mounted on a piston pin 10.1, 10.2 and 10.3 and so pivotally connected to the associated reciprocating 3.1.3.2 and 3.3.
    The eccentricity of the crankshaft journals 7.1, 7.2 and 7.3 are mainly the stroke Hk, especially if, as in the present case, the crankshaft 4 is arranged exactly centered under the cylinders 2.1, 2.2 and 2.3. The reciprocating piston 3.1 is shown in Fig. 1 in its lowermost position, while the reciprocating piston 3.2 is shown in its uppermost position. The difference results in the present case, the stroke Hk- The remaining height Hc (see cylinder 2.2) gives the remaining compression height in the cylinder 2.2. In conjunction with the diameter of the reciprocating piston 3.1, 3.2 or 3.3 or the associated cylinder 2.1, 2.2 and 2.3 results from the stroke HK the stroke volume Vh and from the remaining compression height Hc is calculated, the compression volume Vc. Of course, the compression volume Vc significantly depends on the design of the cylinder cover. From these volumes Vh and Vc, the compression ratio ε is calculated. ε is calculated from the sum of the stroke volume Vh and the compression volume Vc divided by the compression volume Vc. Today's values for gasoline engines are between 10 and 14 for ε.
    Thus, depending on the operating point (speed n, temperature T, throttle position) of the internal combustion engine 1, the compression ratio ε can be adjusted, the connecting rods 6.1, 6.2 and 6.3 according to the invention designed adjustable in their length. As a result, e.g. be operated in the partial load range with a higher compression ratio than in the full load range.
    The crankshaft 4 is provided with a crankshaft sprocket 11 and coupled to a camshaft sprocket 13 by means of a timing chain 12. The camshaft sprocket 13 drives a camshaft 14 with its associated cams for actuating the intake and exhaust valves (not shown in detail) of each cylinder 2.1, 2.2 and 2.3. The slack side of the timing chain 12 is tensioned by means of a pivotally mounted clamping rail 15 which is pressed by means of a chain tensioner 16 to this. The Zugtrum the timing chain 12 can slide along a guide rail. The essential operation of this control drive including the fuel injection and ignition by means of a spark plug is not explained in detail and assumed to be known.
    2, by way of example, the connecting rod 6.1 is shown, which is, however, configured identically to the connecting rods 6.2 and 6.3. The following description applies accordingly to all connecting rods. The connecting rod 6.1 has a first connecting rod part 17.1 and a second connecting rod part 19.1. In the first connecting rod part 17.1, the said small connecting rod 9.1 is formed. The second connecting rod part 19.1 forms, together with a lower bearing shell 20.1, the said large connecting rod eye 8.1. The lower bearing shell 20.1 and the second Pleuelteil 19.1 are connected to each other in the usual way by means of fastening means. Between the first Pleuelteil 17.1 and the second Pleuelteil 19.1 an encapsulated assembly 50.1 is arranged for length adjustment of the connecting rod 6.1. The encapsulated assembly 50.1 has a first interface 51.1, via which it is connected to the first connecting rod part 17.1. This first interface 51.1 is a purely mechanical interface, i. At the first interface 51.1, the encapsulated assembly 50.1 is connected purely mechanically to the first connecting rod part 17.1. The connection can be made for example by screwing, pressing, shrinking by means of temperature difference, gluing, welding, soldering, etc. A hydraulic connection between the encapsulated assembly 50.1 and the first connecting rod part 17.1 at the first interface 51.1 is not provided. Furthermore, the assembly 50.1 has a second interface 52.1, via which it is connected to the second connecting rod part 19.1. The second interface 52.1 is designed such that it enables a mechanical and a hydraulic connection between the encapsulated assembly 50.1 and the corresponding connecting rod part 19.1. The mechanical connection can be done, for example, by screwing, pressing, shrinking by means of temperature difference, gluing, welding, soldering, etc.
    As shown in FIG. 2, the first interface 51. 1 is formed on a piston rod 18. 1 protruding from the assembly 50. 1. The second interface 52.1 is formed on the piston rod 18.1 opposite end of the encapsulated assembly 50.1 and has an oil supply 53.1 (see Figs. 3 and 4), the hydraulic connection, which is connected to an oil passage 54.1 in the second connecting rod part 19.1. Via the oil passage 54.1 and the oil feed 53.1, the encapsulated assembly 50.1 is supplied with engine oil.
    In the following, the assembly 50.1 used in the connecting rod 6.1 for adjusting the length of the connecting rod 6.1 will now be explained in more detail with reference to FIGS. 3 and 4. The encapsulated module 50.1 is shown only schematically. In particular, the interfaces 51.1 and 52.1 are not shown.
    The assembly 50.1 comprises an adjustment unit 23.1 and a control unit 26.1. The adjusting unit 23.1 comprises an adjusting piston 21.1 and a cylinder bore 22.1, in which the adjusting piston 21.1 is displaceably guided. The adjusting piston 21.1 is connected to the piston rod 18.1, via which the connection to the reciprocating piston 3.1 takes place. The piston rod 18.1 protrudes from the encapsulated assembly 50.1 and forms the first interface 51.1. The encapsulated assembly 50.1 has seals over which the piston rod 18.1 and the cylinder bore 22.1 are sealed to the outside.
    Below the adjusting piston 21.1, a first pressure chamber 24.1 is formed with a circular cross section and above the adjusting piston 21.1, a second pressure chamber 25.1 is formed with an annular cross-section. The adjusting piston 21.1 is designed as a stepped piston. Under a stepped piston is generally understood to mean a two-sided piston with different sized effective surfaces. A first adjusting piston 27.1 side is circular and assigned to the first pressure chamber 24.1. A second adjusting piston 28.1 side is configured annular and associated with the second pressure chamber 25.1. About the oil passage 54.1 and the oil supply 53.1 is the assembly 50.1 with the large connecting rod 8.1 in conjunction, so that the assembly 50.1 engine oil from the lubrication of the crankshaft can be supplied or possibly flows out of this.
    In the following, the control unit 26.1 will be described. Subsequent to the engine oil supply 53.1 is a Rückströmdrossel 30.1 with a check valve 30a. 1 and a choke 30b connected in parallel thereto. 1 provided. Following the Rückströmdrossel 30.1 the engine oil passes through a channel 31.1 to a control valve 32.1. The control valve 32.1 comprises an actuating piston 33.1, which is displaceably guided in a receiving bore 34.1 against a compression spring 35.1. The actuating piston 33.1 has a first stop side 36.1 and a second stop side 37.1, which can come into abutment with corresponding stops 38.1 and 39.1. If the pressure in the channel 31.1 is not sufficient to displace the actuating piston 33.1 against the compression spring 35.1, the actuating piston 33.1 assumes the position shown in FIG. 3 and lies with its first stop side 36.1 against the first stop 38.1.
    From the first pressure chamber 24.1 leads a return channel 40.1 to the control valve 32.1. An oil passage 42.1, which can be blocked by a check valve 41.1, likewise communicates with the control valve 32.1 and leads to the first pressure chamber 24.1. The first return passage 40.1 is closed in the position of the actuating piston 33.1 shown in FIG. Oil from the first pressure chamber 24.1 can not escape due to the closed check valve 41.1. The adjusting piston 21.1 moves, due to the occurring gas and mass forces, in the uppermost position and is then hydraulically locked in the uppermost position. As a result, the connecting rod 6.1 is in its extended, extended position. From the second pressure chamber 25.1 leads a return line 43.1 to the control valve 32.1. In the position shown in FIG. 3, engine oil can flow out of the second pressure chamber 25.1 via the return line 43.1 and the control valve 32.1 into the crankcase via the outlet 44.1. In the outgoing from the second pressure chamber 25.1 to the control valve 32.1 oil passage 45.1 a check valve 46.1 is arranged. The arrows in FIG. 3 symbolize the oil flow direction or the direction of movement. However, the pressure applied to the control valve 32.1 is not sufficient to remove the blocking of the adjusting piston 21.1.
    However, if now the pressure on the oil pump of the engine increases, there is a displacement of the actuating piston 33.1 against the force of the compression spring 35.1 (see Fig. 4). As a result, the first return passage 40.1 is opened and the engine oil can flow out of the first pressure chamber 24.1 and via the channel 31.1 and the return flow throttle 30.1, if. the adjusting piston 21.1 moves due to the gas and mass forces occurring down. At the same time, the return line 43.1 is closed and filled via the oil passage 45.1 and the check valve 46.1 of the second pressure chamber 25.1 with engine oil. As soon as the adjusting piston 21.1 bears against the lower stop, the adjusting piston 21.1 is hydraulically locked in this position as long as there is sufficient pressure on the control valve 32.1. In the lowest position of the adjusting piston 21.1, the connecting rod 6.1 assumes its short position. This position is advantageous at full load, whereas the position shown in FIG. 3 for the partial and low load operation is advantageous. The adjustment of the adjusting piston 21.1 via the occurring gas and inertial forces. The locking of the adjusting piston in the long and short position takes place hydraulically. Therefore, the adjusting unit 23.1 is also referred to as a hydraulic adjusting unit.
    The control unit 26.1 thus comprises an internal signal receiver (adjusting piston 21.1) which controls the engine oil supply to the adjusting unit via signals from an external signal generator (oil pressure of the oil pump) and sets the desired connecting rod length for the respective operating state and thus the desired compression ratio in the cylinder.
    With regard to the further mode of action and operation, reference is additionally made to WO 2015/055582 A2, which describes the same circuit and variants thereof, which may also be used. In particular, it can be provided that the adjustment of the actuating piston of the control unit is electromagnetically. The locking of the adjusting piston continues to be hydraulic.
    List of Reference Symbols I. Internal combustion engine 2.1.2.2.2.3 Cylinder 3.1.3.2.3.3 Reciprocating piston 4 Crankshaft 5.1.5.2.5.3.5.4 Crankshaft bearing 6.1.6.2.6.3 Connecting rod 7.1.7.2.7.3 Crankshaft journal 8.1.8.2.8.3 Large connecting rod 9.1.9.2.9.3 Small Connecting rod eye 10.1.10.2.10.3 Piston pin II Crankshaft chain wheel 12 Timing chain 13 Camshaft sprocket 14 Camshaft 15 Cocking rail 16 Chain tensioner 17.1 First connecting rod 18.1 Piston rod 19.1 Second connecting rod part 20.1 Lower bearing switch 21.1 Adjustment piston 22.1 Cylinder bore 23.1 Adjustment unit 24.1 First pressure chamber 25.1 Second pressure chamber 26.1 Control unit 27.1 First adjustment piston side 28.1 Second adjustment piston side 30.1 Return flow restrictor 30a.1 Check valve 30b.1 restrictor 31.1 channel 32.1 control valve 33.1 actuating piston 34.1 receiving bore 35.1 compression spring 36.1 first stop side 37.1 second stop side 38.1 first stop 39.1 second stop 40.1 first return channel 41.1 check valve 42.1 oil channel 43.1 return line 44.1 off let 45.1 oil channel 46.1 check valve 50.1 encapsulated module 51.1 first interface 52.1 second interface 53.1 oil supply 54.1 oil channel
    Vh stroke volume
    Vc Compression volume HC Compression height HK Stroke ε Compression ratio n Speed T Temperature
    权利要求:
    Claims (15)
    [1]
    1. Connecting rod (6.1, 6.2, 6.3) for an internal combustion engine (1), in particular a gasoline engine, with a first connecting rod part (17.1) and a second connecting rod part (19.1), wherein the first connecting rod part (17.1) opposite the second connecting rod part (19.1) is movable to adjust the length of the connecting rod (6.1, 6.2, 6.3), with a hydraulic adjusting unit (23.1) to adjust the first connecting rod part (17.1) relative to the second connecting rod part (19.1), and to a control unit (26.1) for controlling the adjusting unit (23.1), characterized in that the adjusting unit (23.1) and the control unit (26.1) are formed as encapsulated assembly (50.1), the encapsulated assembly (50.1) has a first interface (51.1) via which it is connected to a the two connecting rods (17.1, 19.1) is connected, and a second interface (52.1), via which it is connected to the other of the two connecting rod parts (19.1, 17.1), wherein the first interface (51.1) a purely mechanical Schnittst elle is and the second interface (52.1) a mechanical and a hydraulic connection between the encapsulated assembly (50.1) and the corresponding Pleuelteil (17.1; 19.1).
    [2]
    Second connecting rod (6.1, 6.2, 6.3) according to claim 1, characterized in that one of the two connecting rod parts (19.1) has an oil passage (54.1) for supplying engine oil to the encapsulated assembly (50.1) and via the second interface (52.1) connected to the encapsulated assembly (50.1).
    [3]
    3. connecting rod (6.1, 6.2, 6.3) according to claim 1 or 2, characterized in that the first connecting rod part (17.1) a small connecting rod eye (9.1, 9.2, 9.3) for connection to a reciprocating piston (3.1, 3.2, 3.3) of the internal combustion engine (1) and is connected via the first interface (51.1) with the encapsulated assembly (50.1).
    [4]
    4. Connecting rod (6.1,6.2, 6.3) according to one of claims 1 to 3, characterized in that the second connecting rod part (19.1) has a large connecting rod eye (8.1, 8.2, 8.3) for connection to the crankshaft (4) of the internal combustion engine (1 ) and is connected via the second interface (52.1) with the encapsulated assembly (50.1).
    [5]
    5. connecting rod (6.1, 6.2, 6.3) according to one of claims 1 to 4, characterized in that the adjusting unit (23.1) has a cylinder bore (22.1), in the cylinder bore (22.1) long movably arranged adjusting piston (21.1) with a piston rod (18.1), and at least one provided in the cylinder bore (22.1) first pressure chamber (24.1) for receiving engine oil, wherein the first pressure chamber (24.1) on one side by the movable adjusting piston (21.1) is limited.
    [6]
    6. connecting rod (6.1,6.2, 6.3) according to claim 5, characterized in that the first interface (51.1) on the piston rod (18.1) of the adjusting piston (21.1) is formed and the second interface (52.1) at the opposite end of the encapsulated Assembly (50.1) is formed.
    [7]
    7. connecting rod (6.1, 6.2, 6.3) according to one of claims 1 to 6, characterized in that the encapsulated assembly (50.1) has seals for the standing in contact with engine oil elements (18.1,21.1).
    [8]
    8. connecting rod (6.1, 6.2, 6.3) according to at least one of claims 1 to 7, characterized in that the adjusting unit (23.1) by means of the control unit (26.1) is hydraulically controlled and the control unit (26.1) oil passages, check valves, drain valves and a Control valve, which are integrated in the encapsulated assembly.
    [9]
    9. connecting rod (6.1, 6.2, 6.3) according to one of claims 1 to 8, characterized in that the encapsulated assembly (50.1) is designed as an adapter, which connects the two connecting rod parts (17.1, 19.1) with each other.
    [10]
    10. connecting rod (6.1,6.2, 6.3) according to one of claims 1 to 8, characterized in that the encapsulated assembly (50.1) is designed as a cartridge which is received in corresponding recesses in the two connecting rod parts (17.1, 19.1).
    [11]
    11. Use of a connecting rod (6.1, 6.2, 6.3) according to one of claims 1 to 10 in an internal combustion engine (1) with at least one reciprocating piston (3.1,3.2, 3.3).
    [12]
    12. Internal combustion engine (1) with at least one reciprocating piston (3.1, 3.2, 3.3) and connected to the reciprocating piston (3.1, 3.2, 3.3) length-adjustable connecting rod (6.1, 6.2, 6.3) according to one of claims 1 - 10 for adjusting the compression ratio in a cylinder (2.1,2.2, 2.3).
    [13]
    13. internal combustion engine (1) according to claim 12, characterized in that the adjusting unit (23.1) of the connecting rod (6.1, 6.2, 6.3) to the engine oil hydraulics of the internal combustion engine (1) is connected.
    [14]
    14. internal combustion engine (1) according to claim 12 or 13, characterized in that the system pressure of the engine oil in the first pressure chamber (24.1) of the adjusting unit (23.1) between 1500 bar and 3000 bar, preferably between 2000 and 2500 bar bar.
    [15]
    15. internal combustion engine (1) according to one of claims 12 to 14, characterized in that a control drive with at least one timing chain (12), a clamping and / or guide rail (15), and / or a chain tensioner (16) is provided the crankshaft (4) with the at least one camshaft (14) of the internal combustion engine (1) connects.
    类似技术:
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    同族专利:
    公开号 | 公开日
    AT519297B1|2019-05-15|
    CN108019278A|2018-05-11|
    AT519297A3|2018-09-15|
    CN108019278B|2020-10-09|
    DE102016120950A1|2018-05-03|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US2134995A|1935-11-13|1938-11-01|George A Anderson|Adjustable stroke and shock absorbing connecting rod|
    US2217721A|1938-09-14|1940-10-15|Mary Adeline Reynolds|Internal combustion engine|
    DE4238148C2|1992-11-12|1995-08-24|Ford Werke Ag|Drive a balance shaft on a V-type internal combustion engine|
    DE19530191A1|1995-08-17|1997-02-20|Daimler Benz Ag|connecting rod|
    DE19925268B4|1999-06-01|2011-07-21|FEV Motorentechnik GmbH, 52078|Chain tensioner for a reciprocating internal combustion engine with variable combustion chamber|
    DE10255299A1|2002-11-27|2004-06-17|Fev Motorentechnik Gmbh|Connecting rod for use on a reciprocating engine with variable adjustable compression ratio|
    DE102005055199B4|2005-11-19|2019-01-31|FEV Europe GmbH|Reciprocating internal combustion engine with adjustable variable compression ratio|
    EP2184496A1|2008-11-11|2010-05-12|HAWE Hydraulik SE|Hydraulic gap seal|
    AT511803B1|2011-12-23|2013-03-15|Avl List Gmbh|CONNECTING ROD FOR A PUSH-PISTON MACHINE|
    AT514071B1|2013-10-18|2014-10-15|Avl List Gmbh|Length adjustable connecting rod|
    DE102015001066B3|2015-01-29|2015-10-22|Armin Brunner|Hydraulically adjustable connecting rod|AT521606B1|2018-10-08|2020-03-15|Avl List Gmbh|Hydraulic valve mechanism for adjustable connecting rod|
    AT522161B1|2019-05-15|2020-09-15|Avl List Gmbh|Kit for making VCR connecting rods|
    FR3104209A1|2019-12-05|2021-06-11|MCE 5 Development|hydraulic control system for a variable compression ratio engine|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    DE102016120950.3A|DE102016120950A1|2016-11-03|2016-11-03|Connecting rod with encapsulated assembly for length adjustment|
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