• 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 present invention relates to a length-adjustable connecting rod (6.1) for an internal combustion engine (1), with a first connecting rod eye (9.1) for receiving a piston pin (10.1) and a second connecting rod eye (8.1) for receiving a crankshaft journal (7.1), wherein the distance between the piston pin (10.1) and the crankshaft journal (7.1) by a hydraulic drive circuit (18.1) is adjustable, which is controllable by means of a hydraulic valve mechanism (19.1). The hydraulic valve mechanism (19.1) has a control valve with a control piston (36.1) displaceably guided in a control cylinder (37.1), pressureable on both sides, a first supply channel (32.1) with a first overpressure valve (34.1) and a second supply channel (33.1) a second overpressure valve (35.1), the first supply channel (32.1) and the second supply channel (33.1) opening into the control cylinder (37.1) on different sides of the control piston (36.1), the first overpressure valve (34.1) and the second overpressure valve (35.1) open at different pressures, and wherein the control piston (36.1) is at a pressure opening a pressure relief valve (34.1, 35.1) in a first piston end position and at both pressure relief valves (34.1, 35.1) in a second piston end position.
    公开号:AT519802A2
    申请号:T50301/2018
    申请日:2018-04-10
    公开日:2018-10-15
    发明作者:Heller Malte
    申请人:Avl List Gmbh；Iwis Motorsysteme Gmbh & Co Kg；
    IPC主号:
    专利说明:

    Summary
    The invention relates to a length-adjustable connecting rod (6.1) for an internal combustion engine (1), with a first connecting rod eye (9.1) for receiving a piston pin (10.1) and a second connecting rod eye (8.1) for receiving a crankshaft pin (7.1), the distance between the piston pin (10.1) and the crankshaft journal (7.1) can be adjusted by a hydraulic control circuit (18.1) which can be controlled by means of a hydraulic valve mechanism (19.1). The invention further relates to an internal combustion engine (1) with such a length-adjustable connecting rod (6.1). The hydraulic valve mechanism (19.1) has a control valve with a control piston (36.1) that is displaceably guided in a control cylinder (37.1) and can be pressurized on both sides, a first supply channel (32.1) with a first pressure relief valve (34.1) and a second supply channel (33.1) a second pressure relief valve (35.1), the first supply duct (32.1) and the second supply duct (33.1) opening into the control cylinder (37.1) on different sides of the control piston (36.1), the first pressure relief valve (34.1) and the second pressure relief valve (35.1) open at different pressures, and the control piston (36.1) is in a first piston end position when the pressure opens a pressure relief valve (34.1, 35.1) and is in a second piston end position when the pressure opens both pressure relief valves (34.1, 35.1).
    Fig. 3/31
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    Valve mechanism for a length-adjustable connecting rod
    The present invention relates to a length-adjustable connecting rod for an internal combustion engine, having a first connecting rod eye for receiving a piston pin and a second connecting rod eye for receiving a crankshaft pin, the distance between the piston pin and the crankshaft pin being adjustable by a hydraulic control circuit which can be controlled by means of a hydraulic valve mechanism is. The invention further relates to an internal combustion engine with such a length-adjustable connecting rod.
    The thermal efficiency of an internal combustion engine, especially gasoline engines, depends on the compression ratio ε, i.e. the ratio of the total volume before compression to the compression volume (ε = (stroke volume Vh + compression volume Vc) / compression volume Vc). The thermal efficiency increases as the compression ratio increases. The increase in thermal efficiency via the compression ratio is degressive, but is still relatively pronounced in the range of today's values.
    In practice, the compression ratio cannot be increased arbitrarily, since too high a compression ratio leads to an unintentional self-ignition of the combustion mixture by an increase in pressure and temperature. This premature combustion not only leads to restless running and 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 depends not only on the influence of the ambient temperature and pressure, but also 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 adapt the compression ratio to the respective operating point of the engine.
    There are different solutions for realizing a variable compression ratio (VCR), with which the position of the crank pin of the crankshaft or the piston pin of the engine piston is changed or the effective length of the connecting rod is varied. There are solutions for continuous and discontinuous adjustment of the components. Continuous adjustment enables an optimal reduction of CO2 emissions and consumption due to a compression ratio that can be set for each operating point. In contrast, a discontinuous adjustment with two stages designed as end stops of the adjustment movement enables structural and operational / 31
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    Advantages and still enables significant savings in consumption and CO2 emissions compared to a conventional crank drive. The connecting rod length directly influences the compression volume in the combustion chamber, the stroke volume being determined by the position of the crankshaft journal and the cylinder bore. In the known length-adjustable connecting rods, the connecting rod length is usually varied between two positions. A short connecting rod leads to a lower compression ratio than a long connecting rod with otherwise the same geometric dimensions, e.g. Piston, cylinder head, crankshaft, valve control etc.
    The publication US Pat. No. 2,217,721 already describes an internal combustion engine with a length-adjustable connecting rod with two connecting rod parts which can be telescoped into one another and which together form a high-pressure chamber. For filling and emptying the high-pressure chamber with engine oil and thus for changing the length of the connecting rod, a spring-biased closure element is provided in a control valve of a hydraulic adjustment mechanism, which can be moved into an open position by the pressure of the engine oil.
    EP 1 426 584 A1 shows a discontinuous adjustment of the compression ratio for an internal combustion engine, in which an eccentric connected to the piston pin enables the compression ratio to be adjusted. The eccentric is fixed in one or the other end position of the swivel range by means of a mechanical lock. DE 10 2005 055 199 A1 also shows how a variable-length connecting rod works, with which different compression ratios are made possible. The implementation is also carried out here via an eccentric in the small connecting rod eye, 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 displaceable rod parts, one rod part forming a cylinder and the second rod part forming a longitudinally displaceable piston element. A high-pressure chamber is formed between the adjusting piston of the first rod part and the cylinder of the second rod part and is supplied with engine oil via a hydraulic adjusting mechanism with an oil channel and an oil pressure-dependent valve. A similar length-adjustable connecting rod for an internal combustion engine with telescopically displaceable rod parts is shown in WO 2015/055582 A2.
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    In the case of length-adjustable connecting rods with a telescopic mechanism, the entire connecting rod is designed in several parts, the length change being carried out by means of a telescopic mechanism which is adjustable by means of a double-acting hydraulic cylinder. The associated adjusting piston is guided axially displaceably in a cylinder and separates the cylinder into two pressure chambers, an upper and a lower pressure chamber. These two pressure chambers are supplied with engine oil by means of a hydraulic control circuit. If the connecting rod is in the long position, there is no engine oil in the upper pressure chamber, while the lower pressure chamber is completely filled with engine oil. During operation, the connecting rod is subjected to alternating tensile and compressive loads due to the gas and mass forces. 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. This does not change the connecting rod length. An acting pressure force is transferred to the oil-filled lower pressure chamber via the piston surface. Since the check valve of this chamber prevents the oil return, the oil pressure rises, whereby very high dynamic pressures of well over 1,000 bar can arise in the lower pressure chamber. The connecting rod is hydraulically locked in this direction by the system pressure. In the short position of the connecting rod, the situation reverses. The lower pressure chamber is empty, the upper pressure chamber is filled with engine oil. A tensile force causes an increase in pressure in the upper pressure chamber. A compressive force is absorbed by a mechanical stop.
    Another connecting rod arrangement is known from DE 38 18 357 A1, which enables the effective length of the connecting rod to be changed by means of an eccentric disk in the small connecting rod eye of the connecting rod. By rotating the eccentric disc in the connecting rod eye, the relative position of the piston to the connecting rod and thus the compression ratio is changed via the piston pin. At least two receptacles are formed in the connecting rod, in each of which a blocking pin is arranged. The eccentric disc has two locking holes, in each of which one of the locking pins can engage. One of the locking pins can be charged with engine oil via a hydraulic control circuit and lines in the connecting rod and pushed into the corresponding locking hole in the eccentric disc. At the same time, oil is pressed in the direction of the other locking pin via a groove in the eccentric disc. As a result, this locking pin is pushed back and disengaged from the associated locking hole. The effective length of the connecting rod can be fixed in two different positions. A high oil pressure must be maintained permanently in order to block the eccentric disc in the desired / 31
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    Ensure position. Thanks to the free movement of the locking pins, the system also reacts strongly to pressure fluctuations in the engine oil.
    Regardless of the structural design of the length-adjustable connecting rod, the safe and controlled supply of the adjustment mechanism with engine oil by means of the hydraulic control circuit is important for a permanent and exact function of the length-adjustable connecting rod.
    It is therefore the object of the present invention to provide a hydraulic control circuit for adjusting the effective length of a connecting rod for an internal combustion engine, which avoids the disadvantages known from the prior art and enables a safe length adjustment of the connecting rod.
    This object is achieved according to the invention in that the hydraulic valve mechanism has a control valve with a control piston which is displaceably guided in a control cylinder and can be pressurized on both sides, a first supply duct with a first pressure relief valve and a second supply duct with a second pressure relief valve, the first supply duct and the second supply channel on different sides of the control piston open into the control cylinder, the first pressure relief valve and the second pressure relief valve open at different pressures, and the control piston is arranged in a first piston end position at a pressure opening a pressure relief valve and in a second piston end position at a pressure opening both pressure relief valves is. This hydraulic valve mechanism for controlling the hydraulic control circuit of a length-adjustable connecting rod avoids the use of additional active control elements and thus also reduces the risk of leakage in the hydraulic control circuit. The hydraulic valve mechanism only uses simple components, such as pressure relief valves and control pistons, which not only keep production costs low, but also ensure reliable functionality over a long service life. The hydraulic valve mechanism is based on the use of two different control pressures, each of which is above the fluctuating supply pressure of the hydraulic circuit, in order to avoid inadvertent switching of the hydraulic valve mechanism. At a first switching pressure above the supply pressure, the first pressure relief valve opens and the control piston moves into a first piston end position through the hydraulic fluid flowing into the control cylinder via the first supply duct. When a second control pressure is applied, whereby / 31
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    AVL List GmbH, iwis motorsysteme GmbH & Co.KG the second control pressure is greater than the first control pressure, in addition to the first pressure relief valve the second pressure relief valve also opens and hydraulic fluid flows through the second supply channel to the other side of the control piston in the control cylinder and moves it Control piston in its second piston end position. In this way, depending on the piston end position of the control piston in the control cylinder, the distance between the piston pin and the crankshaft journal can be set via the hydraulic control circuit. The control piston can be arranged in the control cylinder without any additional spring device or tensioning element.
    A preferred embodiment provides that the control piston is designed as a bistable control piston in order to hold the control piston in the respective piston end position in the control cylinder. A bistable control piston enables a secure arrangement and permanent fixation of the control piston in the first and second piston end positions, as long as no further control signal induces movement of the control piston. A bistable control piston can be cylindrical, for example, with two circumferential grooves flattened on one side on the control piston, in which a spring-loaded latching element engages accordingly. During a movement of the control piston induced by a control signal, the flattened area of the grooves compresses the locking element against the pretension and enables the control piston to move into the other piston end position, in which the spring-loaded locking element engages in the second circumferential groove profile.
    An expedient embodiment provides that a force difference mechanism that can act on the control piston is provided. When the control pressure opens the first and second pressure relief valve, the force difference mechanism prevents the same force from being applied to both end faces of the control piston and thus enables the control piston to move in a direction specified by the force difference mechanism. The force difference mechanism can include a throttle in the first supply channel, which in connection with the throttled outflow channel. which enables the engine oil to flow out of the control cylinder via the first supply channel, causes a pressure drop in the first supply channel. As a result, the pressure of the hydraulic medium impressed on the control piston via the first supply channel in the control cylinder is lower than the pressure of the hydraulic medium via the second supply channel without a corresponding throttle, which is why when the second pressure relief valve is opened, the control piston emerges from the first despite the first pressure relief valve, which is also open Piston end position moved to the second piston end position. Al6 / 31
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    AVL List GmbH, iwis motorsysteme GmbH & Co. KG ternatively, the control piston to form the force difference mechanism can comprise two differently sized end faces. Despite the same pressure acting on the two end faces of the control piston via the first and second supply channels, the differently sized end face surfaces enable a different force acting on the control piston and thus a movement of the control piston from the first piston end position into the second piston end position. The control piston is expediently designed as a stepped piston, with at least two piston sections with two different piston diameters. Such a stepped piston enables a simple, yet functionally reliable solution to a control piston with two differently sized end faces. In this case, an outflow channel should be provided on the rear of the larger piston part in the control cylinder, in order to enable this space to be vented and to prevent an additional, differential-weakening component in the force balance.
    In a variant of the invention, the hydraulic control circuit has an eccentric ring arranged in the first connecting rod eye for receiving a piston pin and two actuators for fixing the eccentric ring in a respective end position. In the case of a connecting rod that is length-adjustable by means of an eccentric ring, the force flow from the piston pin of the reciprocating piston via the eccentric ring directly onto the connecting rod, so that the adjusting mechanism is essentially independent of pressure fluctuations in the engine oil. In addition, the required system pressure of the hydraulic control circuit is lower and the control circuit is less sensitive to engine oil leaks. In addition to simple locking elements acting directly on the eccentric ring, supporting pistons can also be used as actuators, which enable adjustment and fixing of the eccentric ring via corresponding rods and swivel levers. The two actuators for fixing the eccentric ring in the respective end position can be released or actuated by means of the hydraulic control circuit by applying motor oil. Accordingly, the two actuators are also independent of fluctuations in the supply pressure of the engine oil. Actuators designed as locking elements can be biased in the direction of the assigned fixing position and automatically move into the fixing position when the applied engine oil pressure decreases. Therefore, when the connecting rod length is switched over, the actuated actuator only has to be kept clear of its fixing position until the other actuator engages in its fixing position. The pressure of the hydraulic fluid on the actuator can then decrease again, for example due to unintentional or targeted leakages.
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    Another variant of the invention provides that the hydraulic control circuit comprises at least one cylinder-piston unit in order to adjust the distance between the piston pin and the crankshaft journal. Such a cylinder-piston unit enables a length-adjustable connecting rod with a large length difference. A first connecting rod part of the connecting rod can be connected to the adjusting piston of the cylinder-piston unit and a second connecting rod part of the connecting rod can have the cylinder bore of the cylinder-piston unit. The adjusting piston of the first connecting rod part separates the cylinder bore of the second connecting rod part into two pressure chambers, which are alternately supplied with engine oil by means of the hydraulic control circuit, the hydraulic control circuit at least indirectly controlling or blocking the inflows and / or outflows into and out of the pressure chambers to enable a two-stage adjustment of the connecting rod length by the gas and mass forces acting on the connecting rod.
    The hydraulic control circuit is advantageously arranged between an oil supply channel and the cylinder-piston unit and has at least one first bypass channel with at least one first check valve and at least one second bypass channel with at least one second check valve, the bypass channels being implemented immediately by the hydraulic valve mechanism. This allows the inflows and / or outflows to be achieved particularly quickly and the connecting rod length achieved to be reliably maintained.
    The first bypass channel is advantageously designed as a bypass of the first supply channel and the second bypass channel is designed as a bypass of the second supply channel. In other words, the pressure chambers of the cylinder-piston unit are each fluidly connected or connectable to an oil supply channel via a supply channel and a bypass channel bypassing this supply channel.
    A reliable function and minimization of leakage losses and oscillating movements of the connecting rod length can be achieved if the check valves open at a pressure opening a pressure relief valve or at a pressure above it, preferably the check valves opening above a pressure opening both pressure relief valves. This ensures that hydraulic medium can overcome the check valves, in particular due to the gas and mass forces acting on the connecting rod. Both check valves can be provided with the same opening pressure, but the opening pressures can also be selected differently.
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    In a further aspect, the invention relates to an internal combustion engine with at least one reciprocating piston and with at least one adjustable compression ratio in a cylinder and a length-adjustable connecting rod connected to the reciprocating piston in accordance with the previously described embodiments. All reciprocating pistons of an internal combustion engine are preferably equipped with such a length-adjustable connecting rod, but this is not necessary. The fuel saving of such an internal combustion engine can be considerable if the compression ratio is set accordingly depending on the respective operating state. The hydraulic control circuit of the length-adjustable connecting rod can expediently be connected to the engine oil hydraulics of the internal combustion engine. As a result, the pressures present in the engine oil circuit can be used for control by means of a hydraulic valve mechanism. According to a further development, a timing drive with at least one timing chain, a tensioning and / or guide rail, and / or a chain tensioner can be provided, 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 on the internal combustion engine and thus on the length-adjustable connecting rod. This is preferably designed such that no high dynamic forces are introduced via the control drive. Alternatively, such a control drive can also be designed with spur gear teeth or a drive belt, for example a toothed belt, which is pretensioned by means of a tensioning device with a tensioning roller.
    The invention is explained in more detail below on the basis of non-restrictive exemplary embodiments which are illustrated in the figures. Show it:
    1 shows a schematic cross section through an internal combustion engine,
    2 shows a schematic side view of the length-adjustable connecting rod from FIG. 1 in a first embodiment with an eccentric disk in a partially sectioned illustration,
    3 shows a schematic illustration of the hydraulic control circuit of the length-adjustable connecting rod from FIG. 2,
    FIG. 4 shows a schematic illustration of the further hydraulic control circuit of the length-adjustable connecting rod from FIG. 2, / 31
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    5 shows a schematic side view of the length-adjustable connecting rod from FIG. 1 in a second embodiment with cylinder-piston unit in a partially sectioned illustration,
    6 shows a schematic illustration of the hydraulic control circuit of the second embodiment variant of a length-adjustable connecting rod from FIG. 5, and
    FIG. 7 shows a schematic illustration of a further hydraulic control circuit for the connecting rod according to the second embodiment variant in FIG. 5.
    For reasons of clarity, the same elements are identified below in different figures with the same reference numerals.
    In Fig. 1, an internal 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 supported by means of crankshaft bearings 5.1, 5.2, 5.3 and 5.4. The crankshaft 4 is connected to the associated reciprocating pistons 3.1, 3.2 and 3.3 by means of the connecting rods 6.1, 6.2 and 6.3. For each connecting rod 6.1, 6.2 and 6.3, the crankshaft 4 has an eccentrically arranged crankshaft journal 7.1, 7.2 and 7.3. The large connecting rod eyes 8.1, 8.2 and 8.3 are each mounted on the associated crankshaft journal 7.1, 7.2 and 7.3. The small connecting rod eye 9.1, 9.2 and 9.3 are each mounted on a piston pin 10.1, 10.2 and 10.3 and thus pivotably connected to the associated piston 3.1.3.2 and 3.3. The terms small connecting rod eye 9.1, 9.2 and 9.3 and large connecting rod eye 8.1, 8.2 and 8.3 do not show an absolute or relative size assignment, but only serve to differentiate the components and assign them to the internal combustion engine shown in FIG. 1. Accordingly, the dimensions of the diameter of the small connecting rod eyes 9.1, 9.2 and 9.3 can be smaller, the same size or larger than the dimensions of the diameter of the large connecting rod eyes 8.1, 8.2 and 8.3.
    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 more detail) of each cylinder 2.1, 2.2 and 2.3. The empty strand of the control chain 12 is tensioned by means of a pivotably arranged tensioning rail 15 which is pressed onto it by means of a chain tensioner 16. The tension of the control chain 12 can / 31
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    AVL List GmbH, iwis motorsysteme GmbH & Co. KG slide along a guide rail. The essential functioning of this control drive, including fuel injection and ignition by means of a spark plug, is not explained in detail and is assumed to be known. The eccentricity of the crankshaft journals 7.1, 7.2 and 7.3 essentially determines the stroke Hk, in particular if, as in the present case, the crankshaft 4 is arranged exactly centrally under the cylinders 2.1, 2.2 and 2.3. The reciprocating piston 3.1 is shown in its lowest position in FIG. 1, while the reciprocating piston 3.2 is shown in its uppermost position. In the present case, the difference results in the stroke Hk. The remaining height Hc (see cylinder 2.2) gives the remaining compression height in cylinder 2.2. In conjunction with the diameter of the lifting piston 3.1, 3.2 or 3.3 or the associated cylinders 2.1, 2.2 and 2.3, the stroke volume Vh results from the stroke distance Hk, and the compression volume Vc is calculated from the remaining compression height Hc. Of course, the compression volume Vc largely depends on the design of the cylinder cover. The compression ratio ε results from these volumes Vh and Vc. In detail, the compression ratio ε is calculated from the sum of the stroke volume Vh and the compression volume Vc divided by the compression volume Vc. Common values for gasoline engines today are between 10 and 14 for ε.
    So that the compression ratio ε can be adjusted as a function of the operating point (speed n, temperature T, throttle valve position) of the internal combustion engine 1, the connecting rods 6.1, 6.2 and 6.3 are designed to be adjustable in length according to the invention. As a result, a higher compression ratio can be used in the partial load range than in the full load range.
    In Figure 1, the connecting rods 6.1, 6.2, 6.3 are shown only schematically. 2, the connecting rod 6.1 is shown in more detail in a first embodiment. The connecting rod 6.1 is identical to the other two connecting rods 6.2, 6.3. The following description therefore applies accordingly to all connecting rods. The connecting rod 6.1 comprises a small connecting rod eye 9.1 and a large connecting rod eye 8.1. The connecting rod 6.1 is usually divided or formed in two parts in the area of the large connecting rod eye 8.1. In Fig. 1, the large connecting rod eye 8.1 of the connecting rod 6.1 is shown in one piece for the sake of simplicity. The piston pin 10.1 is mounted in the small connecting rod eye 9.1. An eccentric disk 17.1 is arranged between the piston pin 10.1 and the small connecting rod eye 9.1. The eccentric disc 17.1 is rotatably mounted in the small connecting rod eye 9.1.
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    The crankshaft journal 7.1 is mounted in the large connecting rod eye 8.1 (not shown). It would also be conceivable that the eccentric disc 17.1 is rotatably supported in the large connecting rod eye 8.1 and receives the crankshaft journal. The devices described below would then be arranged on the connecting rod 6.1 in the area of the large connecting rod eye 8.1.
    For positioning the eccentric disc 17.1, a hydraulic control circuit 18.1 is provided which enables a change between the extended position and the retracted position of the connecting rod 6.1. The hydraulic control circuit 18.1 comprises a hydraulic valve mechanism 19.1 and a locking mechanism 20.1. The locking mechanism 20.1 enables the eccentric disk 17.1 to be fixed in at least two different positions in the connecting rod 6.1. For this purpose, a first locking contour 21.1 and a second locking contour 22.1 are provided on the eccentric disc 17.1, which in this embodiment are formed as recesses in the eccentric disc 17.1 and extend radially inwards starting from the circumference of the eccentric disc 17.1. The two locking contours 21.1, 22.1 are arranged at different points on the circumference of the eccentric disc 17.1. Correspondingly, a first locking element 23.1 and a second locking element 24.1 are arranged on the connecting rod 6.1, the first locking element 23.1 being assigned to the first locking contour 21.1 and the second locking element 24.1 being assigned to the second locking contour 22.1. The two locking contours 21.1 and 22.1 can be designed differently, for example have a different shape or a different axial position on the eccentric disk, so that the first locking element 23.1 and the second locking element 24.1 can only engage in the respectively assigned locking contour 21.1, 22.1. The shape of the locking elements corresponds to the key-lock principle
    23.1, 24.1 the shape of the associated blocking contour 21.1, 22.1, so that the blocking elements 23.1,
    24.1 cannot intervene in the other blocking contour 21.1, 22.1.
    The first locking element 23.1 is by means of a first spring 25.1 and the second locking element
    24.1 is pretensioned by means of a second spring 26.1, the first and second springs 25.1,
    26.1 keep the locking elements 23.1,24.1 pressed in the direction of the respective locking contour 21.1,22.1 on the eccentric disc 17.1. The locking elements 23.1, 24.1 are guided in a first and a second guide 27.1, 28.1, which are formed in the connecting rod 6.1, for example in the form of cylindrical bores. Motor oil can be supplied to the first blocking element 23.1 and the second blocking element 24.1 in a controlled manner via a first oil supply 29.1 and a second oil supply 30.1 and via the hydraulic valve mechanism 19.1. When motor oil is applied, the blocking elements 23.1, 24.1 / 31 move
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    AVL List GmbH, iwis motorsysteme GmbH & Co. KG against the pretension, i.e. the spring force of the springs 25.1, 26.1 away from the eccentric 17.1 and release the respective locking contour 21.1, 22.1. In the embodiment shown in Fig. 2, the two locking elements 23.1.24.1 are cylindrical and taper at their tip facing the eccentric disc 17.1. As a result, the locking elements 23.1, 24.1 can be safely unlocked and free of play in the associated locking contour 21.1,
    22.1 engage, whereby the wear of the locking elements 23.1,24.1 is reduced. The locking elements 23.1, 24.1 can also have a different shape and, for example, be wedge-shaped, the tip of the locking elements 23.1, 24.1 also tapering in the direction of the eccentric disk 17.1, so that an essentially play-free and low-wear engagement in the respective locking contour 21.1 22.1 is possible.
    If the first locking element 23.1 is in engagement with the associated locking contour 21.1, the thin side of the eccentric disc 17.1 faces the large connecting rod eye 8.1 and the connecting rod 6.1 is locked in a short position. As a result, less compression is achieved. If the second locking element 24.1 is in engagement with the associated second locking contour 22.1, the thick area of the eccentric disc 17.1 faces the large connecting rod eye 8.1. The eccentric disc 17.1 is then locked in the small connecting rod eye 9.1 or in the connecting rod 6.1 such that a large effective length of the connecting rod 6.1 is set. This results in a high compression. It is also conceivable to have more than two locking elements
    23.1.24.1 with associated blocking contours 21.1,22.1. The connecting rod 6.1 could then be locked in several different length positions.
    3 shows the structure and function of a hydraulic control circuit 18.1 for the length-adjustable connecting rod 6.1 from FIG. 2. For the sake of simplicity, the connecting rod 6.1 is omitted and only the eccentric disc 17.1 and the hydraulic control circuit 18.1 are shown. In addition to the locking mechanism 20.1 with the two locking elements 23.1, 24.1, the hydraulic control circuit 18.1 includes corresponding locking contours
    21.1.22.1 engage on the eccentric disc 17.1, in particular the hydraulic valve mechanism 19.1. The hydraulic valve mechanism 19.1 is operated with engine oil. For this purpose, an oil supply channel 31.1 is connected to the large connecting rod eye 8.1, so that engine oil reaches a first supply channel 32.1 and a second supply channel 33.1. A first pressure relief valve 34.1 is provided in the first supply duct 32.1 and a second pressure relief valve 35.1 is provided in the second supply duct 33.1. The two pressure relief valves 34.1, 35.1 switch at different pressures of the engine oil, the / 31
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    Switching thresholds of the two pressure relief valves 34.1,35.1 must be above the normal pressure fluctuations of the normal supply pressure of the engine oil in order to avoid inadvertent opening of the pressure relief valves 34.1,35.1. The first supply channel 32.1 and the second supply channel 33.1 open into the control cylinder 37.1 on different sides of the control piston 36.1. The control piston 36.1 can be moved in the control cylinder 37.1 between two piston end positions, in which the control piston 36.1 is held by a spring-loaded latching element 39.1 which engages in a groove profile 38.1. The groove profile
    38.1 is designed as a double groove with a diamond-shaped central area in order to hold the control piston 36.1 securely in both end positions and the movement of the control piston
    36.1 from one piston end position to the other piston end position.
    At a pressure of the engine oil in the oil supply channel 31.1 above the opening pressure of the first pressure relief valve 34.1, but below the opening pressure of the second pressure relief valve 35.1, the engine oil flows into the control cylinder via the first supply channel 32.1
    37.1 and presses the control piston 36.1 into its first piston end position, in which the control piston 36.1 is secured by the spring-loaded locking element 39.1 which engages in the groove profile 38.1. Fig. 3 shows the control piston 36.1 in its first piston end position. The engine oil flows from the control cylinder 37.1 via the first control channel 40.1 to the first blocking element 23.1, which is pushed out of its locking position by the engine oil against the force of the first spring 25.1. The eccentric disc 17.1 can now from its short position, i.e. a small distance between crankshaft journal 7.1 and piston pin
    10.1, are moved into a long position in which it is secured by the second spring-loaded locking element 24.1. When the pressure of the engine oil drops below the switching threshold of the first pressure relief valve 34.1, the control piston 36.1 remains in its first end position due to the spring-loaded latching element 39.1, but the engine oil present in the first blocking element 23.1 is driven by the first spring 25.1 via the first drain channel 42.1 the cylinder 2.1 surrounding the connecting rod 6.1 or the crankshaft housing. The first discharge channel 42.1 is provided with a high flow resistance or with a throttle 44.1 in order to allow a significant pressure drop in the first control channel 40.1 only after the first pressure relief valve 34.1 has been closed.
    When the engine oil pressure in the oil supply channel 31.1 exceeds the switching threshold of the second pressure relief valve 35.1, engine oil is simultaneously supplied to the control cylinder 37.1 through the first supply channel 32.1 and the second supply channel 33.1. To move the control piston 36.1 from the first piston end position in the control cylinder 37.1 / 31
    PP31847AT
    To enable AVL List GmbH, iwis motorsysteme GmbH & Co.KG to the second piston end position in the control cylinder 37.1 and thus unlock the second locking element 24.1, the force acting on the control piston 36.1 via the second supply channel 33.1 must be greater than that from the side of the first supply channel 32.1 force acting on the control piston 36.1. For this purpose, in the embodiment of the hydraulic valve mechanism 19.1 shown in FIG. 3, the flow resistance in the first supply channel 32.1 is greater than in the second supply channel 33.1, for example through the use of a throttle 44.1 through which the engine oil from the first pressure relief valve 34.1 to the one also with a throttle 44 provided discharge channel 45.1 flows so that the oil pressure on the side of the second supply channel 33.1 is greater and the control piston 36.1 moves from its first piston end position (shown in FIG. 3) to the second piston end position. The spring-loaded locking element 39.1 is first unlocked by the diamond-shaped area of the groove profile 38.1 and then locked again in the second piston end position. To the resistance of the on the side of the first supply channel 32.1, i.e. On the side of the second piston end position in the control cylinder 37.1 and to cancel or reduce the engine oil flowing in throttled via the first supply channel 32.1, the outflow channel 45.1 provided with a throttle 44 is provided on the side of the second piston end position. A corresponding outflow channel
    45.1 with a throttle 44.1 is also on the side of the second supply channel 33.1, i.e. the side of the first piston end position in the control cylinder 37.1, in order to allow the engine oil to flow out of the control cylinder 37.1 when the engine oil in the oil supply channel 31.1 only opens the first pressure relief valve 34.1.
    After the engine oil flowing into the control cylinder 37.1 from the second supply channel 33.1 has moved the control piston 36.1 into the second piston end position, the engine oil flows via the second control channel 41.1 into the second blocking element 24.1 and opens it against the pretension of the second spring 26.1. After disengaging the second locking element 24.1 from the second locking contour 22.1, the eccentric disc 17.1 can be moved from the long position of the connecting rod 6.1 to the short position in which it is then locked by the first locking element 23.1. After the second pressure relief valve 35.1 is closed again by a drop in the pressure of the engine oil in the oil supply channel 31.1, the engine oil present in the second blocking element 24.1 is drained into the cylinder 2.1 by the second spring 26.1 via the second discharge channel 43.1 provided with a throttle 44.1. The interaction shown in FIG. 3 between the throttled first supply channel 32.1 and the throttled outflow channel 45.1 for moving the control piston 36.1 from / 31
    PP31847AT
    AVL List GmbH, iwis motorsysteme GmbH & Co. KG of the first piston end position shown in FIG. 3 into the second piston end position despite simultaneously opened pressure relief valves 34.1, 35.1, is referred to as a force difference mechanism. This force difference mechanism acting on the control piston 36.1 prevents the engine oil on the oil supply channel 31.1 from opening the first pressure relief valve 34.1 and the second pressure relief valve 35.1, so that the same force is present on both end faces of the control piston 36.1 and thus enables the control piston 36.1 to move into one of the force difference mechanisms predefined direction, here in the direction of the entry of the first supply channel 32.1 into the control cylinder 37.1, that is to say the second piston end position.
    FIG. 4 shows another embodiment of a hydraulic valve mechanism 19.1 of a hydraulic control circuit 18.1 of a length-adjustable connecting rod 6.1 with an eccentric disc 17.1. This hydraulic valve mechanism 19.1 again has a control piston 36.1 which can be moved in a control cylinder 37.1 between two piston end positions, the control cylinder 37.1 being supplied with engine oil via a first supply channel 32.1 with a first pressure relief valve 34.1 and a second supply channel 33.1 with a second pressure relief valve 35.1 and so on The first locking element 23.1 and the second locking element 24.1 can be unlocked via a first control channel 40.1 and a second control channel 41.1. The mode of operation corresponds to the mode of operation of the hydraulic valve mechanism except for a different force difference mechanism
    19.1 from FIG. 3, for which reason the further structure and function of the locking mechanism 20.1 are not discussed in detail here, but instead reference is made to the relevant description of FIG. 3. The force difference mechanism used in the embodiment of the hydraulic valve mechanism 19.1 in FIG. 4 is based on active surfaces of the control piston 36.1 of different sizes on the end faces of the control piston 36.1 facing the first supply channel 32.1 and the second supply channel 33.1. At a pressure of the engine oil in the oil supply channel 31.1 which opens the first pressure relief valve 34.1 in the first supply channel 32.1, the control piston 36.1 becomes from the first supply channel
    32.1 engine oil flowing into the control cylinder 37.1 is pressed into its first piston end position, shown in FIG. 4. When the engine oil pressure in the oil supply channel 31.1 exceeds the switching thresholds of both pressure relief valves 34.1, 35.1, engine oil flows into the control cylinder at essentially the same pressure on both sides of the control cylinder 37.1
    37.1 a. In order to press the control piston 36.1 from the first piston end position into the second piston end position and also to release the spring-loaded locking element 39.1, the active surface of the control piston 36.1 exposed to the inflowing engine oil is on the side / 31
    PP31847AT
    AVL List GmbH, iwis motorsysteme GmbH & Co. KG of the second supply channel 33.1 is larger, so that despite the same pressure of the inflowing engine oil on the end faces of the control piston 36.1, a different resulting force results which moves the control piston 36.1 into the second piston end position. In order not to hinder a movement of the control piston from the first piston end position into the second piston end position, an outflow channel 45.1 is provided in the space between the large diameter piston part and the small diameter piston part above the groove profile 38.1, which allows the engine oil to escape from this space allows. The force difference mechanism used in the hydraulic valve mechanism 19.1 in FIG. 4 thus consists of differently sized active surfaces of the control piston
    36.1 on the end faces assigned to the first supply channel 32.1 and the second supply channel 33.1 and the outflow channel 45.1 for venting the intermediate space.
    The figures 5 to 7 show an example of a connecting rod 6.1 in a second embodiment. As shown schematically in FIG. 5, the connecting rod 6.1 is constructed in two parts and the hydraulic control circuit 18.1 comprises a cylinder-piston unit in order to vary the distance between the large 8.1 and the small connecting rod eyes 9.1. Such a cylinder-piston unit is known, for example, from WO 2015/055582 A2 cited at the beginning.
    A first connecting rod part 6.1a is connected to the adjusting piston 46.1 of the cylinder-piston unit, while a second connecting rod part 6.1b has the cylinder bore 47.1 of the cylinder-piston unit. In the exemplary embodiment shown, the first connecting rod part 6.1a has the small connecting rod eye 9.1, while the second connecting rod part 6.1b has the large connecting rod eye 8.1.
    The adjusting piston 46.1 is designed as a stepped piston and separates the cylinder bore 47.1 of the second connecting rod part 6.1b into a first pressure chamber 48.1 and a second pressure chamber
    49.1, which by means of the hydraulic control circuit 18.1 alternately with a hydraulic medium such as Engine oil are supplied. For this purpose, an oil supply channel 31.1 is again provided, for example, which is connected to the large connecting rod eye 8.1.
    When the first pressure chamber 48.1 is filled with hydraulic medium and the hydraulic medium is drained from the second pressure chamber 49.1, the connecting rod 6.1 is in the short position (see FIG. 5). If the first pressure chamber 48.1 is drained and the second pressure chamber
    49.1 filled with hydraulic medium, the long position results. This two-stage adjustment of the connecting rod length essentially results from the gas and inertial forces acting on the connecting rod 6.1, as will be described below with reference to FIGS. 6 and 7. In it is the / 31
    PP31847AT
    AVL List GmbH, iwis motorsysteme GmbH & Co. KG
    For the sake of simplicity, the connecting rod 6.1 or the connecting rod parts 6.1a, 6.1b are omitted and only the cylinder-piston unit is shown with a hydraulic control circuit 18.1.
    The function of the hydraulic valve mechanism 19.1 is the same as in the embodiment of FIGS. 2 to 4, to which reference is made in this regard. The first control channel 40.1 is in fluid communication with the first pressure chamber 48.1, the second control channel 41.1 is in fluid communication with the second pressure chamber 49.1. However, in addition to the embodiment according to FIG. 3, the hydraulic control circuit 18.1 has a first bypass channel 50.1 with a first check valve 51.1 and a second bypass channel 52.1 with a second check valve 53.1. Bypassing the hydraulic valve mechanism 19.1, the bypass channels 50.1 and 52.1 connect the oil supply channel 31.1 to the cylinder-piston unit, the first bypass channel 50.1 opening into the first control channel 40.1 and the second bypass channel 52.1 opening into the second control channel 41.1.
    The check valves 51.1, 53.1 are each arranged in the bypass channels 50.1, 52.1 such that hydraulic medium can flow out of the oil supply channel 31.1 in the direction of the cylinder-piston unit, but a backflow from the cylinder-piston unit into the oil supply channel 31.1 is blocked. The switching thresholds of the check valves 51.1, 53.1 can in principle be selected differently or identically, but are at least the same or higher than the switching threshold of the first pressure relief valve 34.1. In other words, the opening pressure of the check valves 51.1, 53.1 is at least the same or is above the opening pressure of the first pressure relief valve 34.1. Particularly good results can be achieved if the switching threshold of the check valves 51.1, 53.1 is above the switching thresholds of the two pressure relief valves 34.1,35.1, i.e. if the check valves 51.1,53.1 cannot be opened purely by pressure from the oil supply channel 31.1.
    If - comparable to the state in FIG. 3 - there is a pressure in the oil supply channel 31.1 above the opening pressure of the first pressure relief valve 34.1 but below the opening pressure of the second pressure relief valve 35.1, the first supply channel 32.1 and the first control channel 40.1 are in flow connection. The control piston 36.1 is in its first piston end position and blocks the connection between the second supply channel 33.1 and the second control channel 41.1.
    While in principle hydraulic medium could now flow through the first supply channel 32.1 and the first control channel 40.1 into the first pressure chamber 48.1, this becomes due to the connecting rod 6.1 being used as intended in an internal combustion engine 1/31
    PP31847AT
    AVL List GmbH, iwis motorsysteme GmbH & Co. KG prevents gas and mass forces from occurring: in particular through the connecting rod
    6.1 and the reciprocating pistons 3.1 attached to it (not shown in FIGS. 6 and 7), the pressure in the first pressure chamber 48.1 is so great that no hydraulic medium can flow in, but on the contrary the hydraulic medium from the first pressure chamber
    48.1 is pressed out and flows in the direction of the hydraulic valve mechanism 19.1. Since the first pressure relief valve 34.1 and the first check valve 51.1 block the way back into the oil supply channel 31.1, the hydraulic medium escapes through the throttled outflow channel 45.1.
    At the same time, a negative pressure develops due to the mass forces in the second pressure chamber 49.1. Although the flow path through the second supply channel 33.1 and the second control channel 41.1 is blocked by the control piston 36.1, the second check valve 53.1 is opened by the pressure peaks that occur and hydraulic medium is transferred from the oil supply channel 31.1 to the second bypass channel 52.1 and from there to the second pressure chamber 49.1 sucked.
    The gas forces that also occur during the operation of an internal combustion engine 1 could now basically cause that in the switching position shown in FIG. 6 in the first pressure chamber
    48.1 a negative pressure is created and engine oil is drawn in via the first supply channel 32.1 and the first control channel 40.1. However, the hydraulic medium cannot escape from the second pressure chamber 49.1, since the connection to the outflow channel 45.1 is blocked by the control piston 36.1 and the second check valve 53.1 blocks a flow in the direction of the oil supply channel 31.1. The result is a hydraulic lock that holds the connecting rod 6.1 in the long position.
    If the control piston 36.1 is brought into the second end position by changing the oil pressure in the system, the connecting rod 6.1 can be brought into the short position.
    The operation of the hydraulic control circuit 18.1 in FIG. 7 corresponds to the operation of the control circuit 18.1 from FIG. 6; the hydraulic valve mechanism 19.1 has the alternative force difference mechanism from FIG. 4, in which the control piston
    36.1 has active surfaces of different sizes on the end faces facing the first supply channel 32.1 and the second supply channel 33.1. Therefore, the further structure and function are not discussed in detail here, but reference is made to the relevant description of FIGS. 6 and 4.
    / 31
    PP31847AT
    AVL List GmbH, iwis motorsysteme GmbH & Co. KG
    LIST OF REFERENCE NUMBERS
    1 internal combustion engine 2.1.2.2, 2.3 cylinder 3.1.3.2, 3.3 reciprocating 4 crankshaft 5.1, 5.2, 5.3, 5.4 crankshaft bearings 6.1.6.2, 6.3 connecting rod 6.1a First connecting rod part 6.1b Second connecting rod part 7.1.7.2, 7.3 crankshaft journal 8.1.8.2, 8.3 large connecting rod eye 9.1.9.2, 9.3 small connecting rod eye 10.1, 10.2, 10.3 piston pin 11 Kurbelwellenketterad 12 timing chain 13 camshaft sprocket 14 camshaft 15 tensioning rail 16 chain tensioner 17.1 eccentric 18.1 hydraulic control circuit 19.1 hydraulic valve mechanism 20.1 locking mechanism 21.1 first blocking contour 22.1 second blocking contour 23.1 first locking element 24.1 second locking element 25.1 first spring 26.1 second spring 27.1 first tour 28.1 second tour 29.1 first oil supply 30.1 second oil supply 31.1 Oil supply channel 32.1 first supply channel 33.1 second supply channel 34.1 first pressure relief valve 35.1 second pressure relief valve 36.1 spool 37.1 control cylinder 38.1 groove profile 39.1 spring-loaded locking element 40.1 first control channel 41.1 second control channel 42.1 first drain channel
    / 31
    PP31847AT
    AVL List GmbH, iwis motorsysteme GmbH & Co. KG
    43.1 second drain channel 44.1 throttle 45.1 outflow channel 46.1 adjusting piston 47.1 bore 48.1 First pressure room 49.1 Second pressure room 50.1 First bypass channel 51.1 First check valve 52.1 Second bypass channel 53.1 Second check valve Vh displacement Vc compression volume hc compression height Hk stroke ε compression ratio n rotational speed T temperature
    / 31
    PP31847AT
    AVL List GmbH, iwis motorsysteme GmbH & Co. KG
    权利要求:
    Claims (14)
    [1]
    Expectations
    1. Length-adjustable connecting rod (6.1) for an internal combustion engine (1), in particular a gasoline engine, with a first connecting rod eye (9.1) for receiving a piston pin (10.1) and a second connecting rod eye (8.1) for receiving a crankshaft pin (7.1), the distance is adjustable between the piston pin (10.1) and the crankshaft journal (7.1) in the longitudinal direction of the connecting rod (6.1) by means of a hydraulic control circuit (18.1) and the hydraulic control circuit (18.1) can be controlled by means of a hydraulic valve mechanism (19.1), characterized in that the Hydraulic valve mechanism (19.1), a control valve with a control piston (36.1) that is displaceably guided in a control cylinder (37.1) and can be pressurized on both sides, a first supply channel (32.1) with a first pressure relief valve (34.1) and a second supply channel (33.1) with a second one Pressure relief valve (35.1), the first supply channel (32.1) and d he second supply channel (33.1) on different sides of the control piston (36.1) opens into the control cylinder (37.1), the first pressure relief valve (34.1) and the second pressure relief valve (35.1) open at different pressures, and the control piston (36.1) has one pressure relief valve (34.1,35.1) opening pressure in a first piston end position and with a pressure that opens both pressure relief valves (34.1,35.1) in a second piston end position.
    [2]
    2. Length-adjustable connecting rod (6.1) according to claim 1, characterized in that the control piston (36.1) is arranged without bias in the control cylinder (37.1).
    [3]
    3. Length-adjustable connecting rod (6.1) according to claim 1 or 2, characterized in that the control piston (36.1) is designed as a bistable control piston (36.1) to hold the control piston (36.1) in the respective piston end positions in the control cylinder (37.1).
    [4]
    4. Length-adjustable connecting rod (6.1) according to one of claims 1 to 3, characterized in that a force difference mechanism which can be acted on the control piston (36.1) is provided.
    [5]
    5. Length-adjustable connecting rod (6.1) according to claim 4,
    22/31
    PP31847AT
    AVL List GmbH, iwis motorsysteme GmbH & Co. KG characterized in that the force difference mechanism comprises a throttle (44.1) in the first supply channel (32.1).
    [6]
    6. Length-adjustable connecting rod (6.1) according to claim 4, characterized in that the control piston (36.1) comprises two differently sized end faces to form the force difference mechanism.
    [7]
    7. Length-adjustable connecting rod (6.1) according to claim 6, characterized in that the control piston (36.1) is designed as a stepped piston with two different piston diameters.
    [8]
    8. Length-adjustable connecting rod (6.1) according to one of claims 1 to 7, characterized in that the hydraulic control circuit (18.1) in the first connecting rod eye (9.1) arranged eccentric ring (17.1) for receiving a piston pin (10.1) and two actuators for fixing the Has eccentric rings (17.1) in each end position.
    [9]
    9. Length-adjustable connecting rod (6.1) according to one of claims 1 to 7, characterized in that the hydraulic control circuit (18.1) comprises at least one cylinder-piston unit in order to increase the distance between the piston pin (10.1) and the crankshaft journal (7.1) adjust.
    [10]
    10. Length-adjustable connecting rod (6.1) according to claim 9, characterized in that a first connecting rod part (6.1a) of the connecting rod (6.1) is connected to the adjusting piston (46.1) of the cylinder-piston unit and a second connecting rod part (6.1b) Connecting rod (6.1) has a cylinder bore (47.1) in the cylinder-piston unit.
    [11]
    11. Length-adjustable connecting rod (6.1) according to claim 9 or 10, characterized in that the hydraulic control circuit (18.1) is arranged between an oil supply channel (31.1) and the cylinder-piston unit and at least a first bypass channel (50.1) with at least a first one Check valve (51.1) and at least one second bypass channel (52.1) with at least one second check valve (53.1), the bypass channels (50.1, 52.1) of the hydraulic valve mechanism (19.1) being designed immediately.
    23/31
    PP31847AT
    AVL List GmbH, iwis motorsysteme GmbH & Co. KG
    [12]
    12. Length-adjustable connecting rod (6.1) according to claim 11, characterized in that the first bypass channel (50.1) is designed as a bypass of the first supply channel (32.1) and the second bypass channel (52.1) is designed as a bypass of the second supply channel (33.1).
    [13]
    13. Length-adjustable connecting rod (6.1) according to claim 11 or 12, characterized in that the check valves (51.1, 53.1) open at a pressure opening a pressure relief valve (34.1, 35.1) or at a pressure above, preferably the check valves (51.1, 53.1) above a pressure that opens both pressure relief valves (34.1, 35.1).
    [14]
    14. Internal combustion engine (1) with at least one reciprocating piston (3.1,3.2,3.3) and with at least one adjustable compression ratio in a cylinder (2.1,2.2,2.3) and a length-adjustable connecting rod (6.1 , 6.2.6.3) according to one of claims 1 to 13.
    24/31
    ΡΡ31847ΑΤ
    AVL List GmbH iwis motorsysteme GmbH & Co. KG
    1.7
    Γ χ 13
    25/31
    PP31847AT
    AVL List GmbH iwis motorsysteme GmbH & Co. KG
    2.7
    26/31
    PP31847AT
    AVL List GmbH iwis motorsysteme GmbH & Co. KG
    3.7
    27/31
    PP31847AT
    AVL List GmbH iwis motorsysteme GmbH & Co. KG
    4.7
    28/31
    PP31847AT
    AVL List GmbH iwis motorsysteme GmbH & Co. KG
    5.7
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    同族专利:
    公开号 | 公开日
    AT519802A3|2019-02-15|
    AT519802B1|2019-05-15|
    WO2018188790A1|2018-10-18|
    DE102017107718A1|2018-10-11|
    引用文献:
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    JPH082441Y2|1987-06-01|1996-01-29|トヨタ自動車株式会社|Compression ratio switching device|
    US5615648A|1992-07-25|1997-04-01|Robert Bosch Gmbh|Electro-hydraulic adjusting device|
    DE10255299A1|2002-11-27|2004-06-17|Fev Motorentechnik Gmbh|Connecting rod for use on a reciprocating engine with variable adjustable compression ratio|
    DE102004053225A1|2004-11-04|2006-05-11|Daimlerchrysler Ag|Reciprocating piston engine for motor vehicle has locking device which has two adjustable bolts and first spring element is arranged between bolts which presses bolts|
    DE102005055199B4|2005-11-19|2019-01-31|FEV Europe GmbH|Reciprocating internal combustion engine with adjustable variable compression ratio|
    ES2339289T3|2006-03-17|2010-05-18|Hydraulik-Ring Gmbh|HYDRAULIC CIRCUIT, ESPECIALLY FOR A CAMSHAFT ADJUSTMENT DEVICE, AND CORRESPONDING CONTROL ELEMENT.|
    DE102010061363A1|2010-12-20|2012-06-21|Dr. Ing. H.C. F. Porsche Aktiengesellschaft|Switching valve for controlling fluid flow in combustion engine of vehicle, comprises switching unit, which is adapted to shift switching valve into primary switching position and secondary switching position|
    AT511803B1|2011-12-23|2013-03-15|Avl List Gmbh|CONNECTING ROD FOR A PUSH-PISTON MACHINE|
    DE102013107127A1|2013-07-05|2015-01-08|Hilite Germany Gmbh|Connecting rod for a two-stage variable compression|
    AT514071B1|2013-10-18|2014-10-15|Avl List Gmbh|Length adjustable connecting rod|
    US10408126B2|2014-12-22|2019-09-10|Toyota Jidosha Kabushiki Kaisha|Variable length connecting rod and variable compression ratio internal combustion engine|
    WO2016203047A1|2015-06-18|2016-12-22|Avl List Gmbh|Longitudinally adjustable connecting rod|
    AT517109B1|2015-06-18|2016-11-15|Avl List Gmbh|LENGTH-ADJUSTABLE CONNECTING ROD|
    AT517217B1|2015-06-18|2016-12-15|Avl List Gmbh|LENGTH-ADJUSTABLE CONNECTING ROD|DE102020001743B3|2020-03-16|2021-07-08|Daniel Voigt|Internal combustion engine with adjustable compression|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    DE102017107718.9A|DE102017107718A1|2017-04-10|2017-04-10|Valve mechanism for a length-adjustable connecting rod|
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