The present invention relates to a lubrication system for an internal combustion engine 100. The internal combustion engine 100 comprising an engine block 102, a crankshaft 104, an auxiliary shaft 118, and an oil path 120. The crankshaft 104 includes a crankpin 118 and a crank arm 110a. The crankshaft 104 is supported by the engine block 102. The auxiliary shaft 118 extending concentrically through the crankshaft 104 and having a centreline 128 coinciding with the crankshaft axis 112. The oil path 120 is disposed between the engine block 102 and the crankpin 110. The oil path includes a first oil channel 120a extending through the auxiliary shaft 118 in a longitudinal direction.
An eccentric member (5) to be mounted between a crankpin (4) of a crankshaft (2) and a big end of a connecting rod (7) of an internal combustion engine (1 ) including variable compression ratio comprises a cylindrical inner wall (18) having a first centreline (10), a cylindrical outer wall (6) having a second centreline (19) extending parallel to the first centreline (10) and an annular driving body (5) that is located next to the cylindrical outer wall (6) in axial direction thereof and having a centreline which coincides with the first centreline (10). The first and second centrelines (10, 19) span a first plane which intersects the outer wall (6) at a line of maximum lift (20) and a line of minimum lift (21 ). The first centreline (10) also lies within a second plane that extends perpendicularly to the first plane, which second plane divides the eccentric member (5) in a high-liftsection (5a) in which the line of maximumlift (20) is located and a low-lift section (5b) in which the line of minimum lift (21 ) is located. The high-lift section (5a) is provided withat least a slot (22, 23, 24, 28) which extends in its circumferential direction and/or wherein the low-lift section(5b) is provided with a counterweight (9, 29).
An internal combustion engine (1) comprises an engine block (2), a poppet valve (3) which is slidably mounted to the engine block (2), a camshaft (7) for operating the poppet valve (3) which camshaft (7) is rotatably mounted to the engine block (2), a valve spring (4) which is fixed to the 5 poppet valve (3) and resting on a spring seat (6) of the engine block (2) and a load adjusting spring (14) for exerting a spring force on the poppet valve (3). The load adjusting spring (14) has a first portion (13) which cooperates with an actuator (9-12) for displacing the first portion (13) with 10 respect to the spring seat (6) and a second portion (15) located at a distance from the first portion (13), which second portion (15) cooperates with the poppet valve (3).
An internal combustion engine (1) comprises an oil pump (35), an oil line (22) being fluidly connected to the oil pump (35) and engine parts to be lubricated and a hydraulic actuator (18) including an actuator housing which accommodates a movable plunger (19) and an oil chamber (20). The plunger (19) is drivably coupled to an adjusting element (17) for adjusting an engine operating mode. The engine (1) is provided with a control system (CS) including a first control mode for moving the plunger (19) in a first direction (X), a second control mode for moving the plunger (19) in a second direction (Y) which is opposite to the first direction (X) and a third control mode for maintaining the plunger (19) at a fixed position within the actuator housing. The engine (1) is provided with a first passage (27) in the oil line (22) and a second passage (28) between the oil line (22) at an upstream side of the first passage (27) and the oil chamber (20). The first passage (27) is closable by the control system (CS), wherein the control system (CS) is configured such that under operating conditions in the first control mode the first passage (27) is closed such that the oil pump (35) communicates with the oil chamber (20) only.
An internal combustion engine (1) including variable compression ratio comprises a crankshaft (2) being rotatable about a crankshaft axis (3) and having a crankpin (4), wherein the crankshaft axis (3) and a centreline of the crankpin (4) span a crank plane, a connecting rod (4), a piston (8) being rotatably connected to a distal end portion of the connecting rod (4), and an eccentric member (5) being rotatably mounted on the crankpin (4) and comprising a bearing portion (6) having an outer circumferential wall which bears a proximal end portion of the connecting rod (4) such that the connecting rod (4) is rotatably mounted on the bearing portion (6). The bearing portion (9) is eccentrically disposed with respect to the crankpin (4). The eccentric member (5) is provided with an eccentric member gear (9) which is drivably coupled to a gear train (10) for rotating the eccentric member (5) with respect to the crankpin (4). The eccentric member (5) is drivably coupled to a counter torque wheel (11, 19) which is rotatably mounted to the crankshaft (2) and rotates with respect to the crankshaft (2) about a counter torque wheel axis at the same speed as the eccentric member (5) under operating conditions. The crankshaft axis (3) and the counter torque wheel axis span a counter torque wheel plane. The counter torque wheel (11) has an eccentrical centre of gravity (11a) which is located such that under operating conditions it generates a counter torque on the counter torque wheel (11, 19, 20) which 25 counteracts against a torque on the eccentric member (5) by an inertial force on the eccentric member (5).
An internal combustion engine (1) with variable compression ratio comprises an engine block (2), a crankshaft (3) having at least a crankpin (4), a crank arm (5) and a main portion (6), wherein the main portion (6) is supported by the engine block (2) and the crankshaft (3) is rotatable with respect to the engine block (2) about a crankshaft axis (CA), a connecting rod (13) including a big end which is drivably coupled to the crankpin via a link (11), which link (11) is rotatable with respect to the big end about a centreline of the big end and to the crankpin (4) about a centreline of the crankpin (4), an adjusting shaft (21) which is rotatable with respect to the engine block (2) and drivably coupled to the link (11) such that upon turning the adjusting shaft (21) the link (11) turns about the crankpin at a virtual standstill of the engine (1) so as to vary its compression ratio, and a drive unit (23) for driving an input portion (22) of the adjusting shaft (21) so as to turn the adjusting shaft (21) with respect to the engine block (2). The internal combustion engine (1) comprises a friction coupling (25', 27, 29, 43) which is functionally located between the drive unit (23) and the input portion (22) of the adjusting shaft (21), wherein the friction coupling is adapted such that in case of exceeding a predetermined torque on the adjusting shaft (21) caused by the connecting rod (13), the friction coupling slips.
F02B 75/04 - Engines with variable distances between pistons at top dead-centre positions and cylinder heads
F01L 1/344 - Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
7.
AN APPARATUS INCLUDING AN ADJUSTING SYSTEM FOR ADJUSTING A ROTATIONAL POSITION OF A SHAFT WITH RESPECT TO A SHAFT HOLDING MEMBER
An apparatus (1) includes an adjusting system for adjusting a rotational position of a shaft with respect to a shaft holding member, comprising a frame (2), a shaft (15) which is rotatably supported by the frame (2), a shaft holding member (19, 21) which is linked to the frame (2) and which is connectable to the shaft (15), wherein the shaft (15) is rotatable with respect to the shaft holding member (19, 21) about a centreline (5) of the shaft (15), wherein the adjusting system is provided with a driving source (6, 9) for applying a torque on the shaft (15), a friction coupling (F) for connecting the shaft (15) and the shaft holding member (19, 21) to each other and blocking the shaft (15) and the shaft holding member (19, 21) with respect to each other in rotational direction of the shaft (15), a spring (22) for applying a predetermined force on the friction coupling (F) so as to create a predetermined friction force at the friction coupling (F), an actuator (17) being in engagement with the spring (22), an electromagnet (20) for exerting a force on the actuator (17), wherein the spring (22) and the actuator (17) are adapted such that under operating conditions the force on the friction coupling (F), caused by the spring (22), in a non-operated condition of the electromagnet (20) is higher than a force on the friction coupling (F) in an active condition of the electromagnet (20).
F16D 27/08 - Magnetically-actuated clutchesControl or electric circuits therefor with electromagnets incorporated in the clutch, i.e. with collecting rings with axially-movable friction surfaces with friction surfaces arranged externally to the flux
F02B 75/04 - Engines with variable distances between pistons at top dead-centre positions and cylinder heads
A reciprocating piston mechanism comprises a crankcase (2), a crankshaft (3) having a crankshaft axis (4), a crankpin (6),a crank arm (7) and a crankshaft portion (5) extending parallel to the crankpin(6), whereinthe crank arm (7)is located between the crankshaftportion (5) and the crankpin (6) as seen along the crankshaft axis (4). The crankshaft (3) is supported by the crankcase (2) and rotatable with respect thereto about the crankshaft axis (4). The mechanism further comprises aconnecting rod (11) including a bigend (10) and a small end (12), a piston (13) being rotatably connected to thesmall end (12) and a crank member (8). The crank member (8) isrotatably mounted on the crankpin (6) and comprisesa bearing portion (9) having an outer circumferential wall which bears the big end (10) of the connecting rod (11) such that the connecting rod (11) is rotatably mounted on the bearing portion (9) of the crank member (8) via the big end (10). The crank member (8) is driveably coupled to a drive wheel (24) for driving the crank member in rotational direction with respect to the crankpin (6). Thedrive wheel (24) is disposed at the same side of the crank arm (7) as the crank member (8) and fixed to a drive shaft (23) that is rotatably mounted to the crankshaft (3) and that extends in the same direction as the crankshaft axis (4) through a through-hole (26) in the crank arm (7). Thethrough- hole (26) has a larger diameter than an external diameter of the drive wheel (24).
A heat engine includes a system for varying the compression ratio of the engine. The compression ratio varying system comprises: at least one eccentric part rotatably mounted on a crank pin. The eccentric part has an eccentric outer face that co-operates with one end of a rod, as well as at least one ring gear. A device for controlling the angular position of the eccentric part, includes an actuating pinion mounted on an actuating shaft. The control device also comprises at least one stepped intermediate pinion having at least first and second steps each formed by a pinion, the pinion of the first step meshing with the actuating pinion and the pinion of the second step meshing with the gear of the eccentric part.
F16H 21/30 - Crank gearingsEccentric gearings with one connecting-rod and one guided slide to each crank or eccentric with members having rolling contact
10.
HEAT ENGINE PROVIDED WITH AN IMPROVED SYSTEM FOR VARYING THE COMPRESSION RATIO
The invention relates to a heat engine, including a system (11) for varying a compression ratio, which comprises: a crankshaft (12) including at least one crank pin (13) and at least one arm (17); at least one eccentric part (21) rotatably mounted on said crank pin (13), said eccentric part (21) including an eccentric outer surface (25) intended for engaging with one end of a connecting rod, as well as at least one toothed ring gear (28); a control device (31) for controlling the angular position of said eccentric part (21), characterised in that said control device (31) includes: an actuating shaft (32) provided with an actuating pinion (33); at least one intermediate shaft (40) passing axially, from side to side, through a journal (14) and said arm (17) of said crankshaft (12) via a corresponding bore, said intermediate shaft (40) being provided with a first intermediate pinion (41) meshing with said actuating pinion (33) and a second intermediate pinion (41') meshing with an eccentric part (21).
The invention relates to a combustion engine comprising a system (11) for varying a compression ratio, which comprises – a crankshaft comprising at least two crank pins, – at least two eccentric components (21), each eccentric component (21) being mounted so that it can rotate on a corresponding crank pin and comprising an external face (25) of eccentric shape, and at least one annulus gear (28), – a control device (31) equipped with an actuating shaft (32) for adjusting the angular position of said eccentric components (21), – at least one transfer shaft (58) bearing, at each of its ends, a transfer pinion (59) for transmitting the same kinematics from the eccentric component (21) situated on the side of said actuating shaft (32) toward the other eccentric component (21), each transfer pinion (59) comprising an internal periphery push-fitted onto an external periphery of one end of a transfer shaft (58), said periphery comprising spikes that penetrate into the material of said transfer shaft (58).
F02D 15/02 - Varying compression ratio by alteration or displacement of piston stroke
F02B 75/04 - Engines with variable distances between pistons at top dead-centre positions and cylinder heads
F16D 1/072 - Couplings for rigidly connecting two coaxial shafts or other movable machine elements for attachment of a member on a shaft or on a shaft-end non-disconnectable involving plastic deformation
12.
IMPROVED ECCENTRIC PART FOR A SYSTEM FOR VARYING THE COMPRESSION RATE OF A COMBUSTION ENGINE
The invention is mainly directed to a combustion engine, in particular for an automotive vehicle, comprising a compression rate variation system for said engine, comprising: - at least one eccentric part (21) rotatably mounted between a connecting rod and a crank pin of said crankshaft and equipped with two ring gears (28), - a first intersection point (Om) between the axis of rotation (Rm) of said eccentric part (21) on said crank pin and a direction of eccentricity (d), - a second intersection point (Ob) between the axis of rotation (Rb) of said connecting rod on said eccentric part (21) and said direction of eccentricity (d), - a plane (A) normal to said direction of eccenticity (d) passing by said first point (Om) and separating said eccentric part (21) into a first half-shell (46) corresponding to a first zone of eccentricity including said axis of rotation (Rb) of said connecting rod on said eccentric part (21), and a second half-shell (47) corresponding to a second zone of eccentricity, characterised in that said eccentric part (21) is configured so that its centre of gravity is positioned along said direction of eccentricity (d) in said second zone of eccentricity (47).
The invention relates to an internal combustion engine comprising a crankshaft and a heat engine compression rate variation system comprising at least one assembly mounted on a crankpin of the crankshaft, the assembly comprising: - an eccentric piece (18) with a body (16) formed from two shell-halves (22) joined together, the body (19) comprising an inner face (27), an outer face (23) that is eccentric relative to the inner face (27) of the body (19), two ring gears (24) arranged on either side of the outer face (23), and an eccentricity plane (P2) encompassing an axis (X1) of the inner face (27) and an axis (X2) of the outer face (23), and - two bearings (40) designed to rest against the inner face (27) of the body (19), the bearings (40) having a connection zone (Z) at their free ends, the assembly being characterised in that - the bearings (40) are mounted on the eccentric piece (18), which is mounted coaxially to the crankshaft crankpin, - the connection zone (Z) of the bearings (40) extends in a plane (P3) that forms an angle (A1) with the eccentricity plane (P2) passing through the eccentricity centre and through the maximum eccentricity of the eccentric piece (18), said angle (A1) ranging from 0° to 160°, relative to the clockwise direction which conventionally corresponds to the direction of rotation (ω) of the crankshaft, this angle ranging in particular from 0° to 45° or from 0° to -40°.
The invention relates to a heat engine comprising a system for varying the compression ratio of the engine, said compression ratio varying system comprising: at least one eccentric part (21) rotatably mounted on a crank pin, said eccentric part (21) comprising an eccentric outer face (25) that co-operates with one end of a rod, as well as at least one ring gear (28); and a device (31) for controlling the angular position of the eccentric part (21), comprising an actuating pinion (33) mounted on an actuating shaft (32), said control device (31) also comprising at least one stepped intermediate pinion (36) having at least first and second steps each formed by a pinion (37, 38), the pinion (37) of the first step meshing with the actuating pinion (33) and the pinion (38) of the second step meshing with the eccentric ring gear (28).
The invention relates primarily to a heat engine, in particular for a motor vehicle, comprising a system for varying the compression ratio of the engine, said compression ratio varying system comprising: a crankshaft comprising at least one crank pin and at least one web (17); at least one eccentric part rotatably mounted on the crank pin, said eccentric part comprising an eccentric outer face that co-operates with one end of a rod, as well as at least one ring gear; and a device for controlling the angular position of the eccentric part, characterised in that the control device comprises at least one intermediate pinion (36) mounted on a shaft (63) by means of a rolling bearing (64), said shaft (63) being mounted directly on the crank web (17).
A four-stroke internal combustion engine (1) including variable compression ratio comprises a crankcase including at least a cylinder having an intake valve and an exhaust valve, a crankshaft (2) having a crankpin (4) and being supported by the crankcase and rotatable with respect thereto about a crankshaft axis (5), a connecting rod (9) including a big end (8) and a small end (10), a piston (11) being rotatably connected to the small (10) end and slidable in the cylinder, a crank member (6) being rotatably mounted on the crankpin (4), and comprising at least a bearing portion (7) which is eccentrically disposed with respect to the crankpin (4), and having an outer circumferential wall which bears the big end (8) of the connecting rod (9) such that the connecting rod (9) is rotatably mounted on the bearing portion (7) of the crank member (6) via the big end (8), a crank member drive system (12, 13, 14, 16) for rotating the crank member (6) at a rotation frequency with respect to the crankcase which is half of that of the crankshaft (2), and a control system (18-25) for operating the engine (1) with repetitive cycles, wherein each cycle includes an intake stroke, compression stroke, combustion stroke and exhaust stroke, respectively, and for changing the compression ratio in the compression stroke. The control system (18-25) is adapted such that it can interrupt the repetitive cycles by rotating the crankshaft (2) an additional single revolution between two successive combustion strokes for switching between a high and low compression ratio.
The invention relates mainly to an eccentric component (18) for a system for varying the compression ratio of an internal combustion engine comprising: - a body (19) made from two half-shells (22) assembled with one another, said body (19) comprising a face (23) that is eccentric with respect to an internal face (27) of said body (19), and two annulus gears (24) positioned one on each side of said eccentric face (23), characterized in that said contact faces (50, 51) are centred relative to one another by means of an indexing device (101, 102) and/or of irregularities in relief (52) of complementing shapes formed in said contact faces (50, 51).
The invention relates to an internal combustion engine (10) for a motor vehicle, comprising: a crankshaft (15) that can rotate a pulley (21); a system (11) for varying a compression ratio of the engine (10), including at least one eccentric part mounted on at least one crank pin; and a control system (29), a control shaft (32) equipped with a control pinion (33), and a movement transmission device installed between the control pinion (33) and a transfer pinion (35) mounted on a transfer shaft (36) that is mechanically connected to the eccentric part. According to the invention, the transfer shaft (36) and the transfer pinion (35) are assembled to the crankshaft (15), and the external diameter (D1) of the transfer pinion (35) is smaller than an internal diameter (D2) of a securing element (51).
The invention essentially relates to a crankshaft (12) for an internal combustion engine, comprising: a plurality of pins (13) and journals (14); eccentric parts (18), each rotatably mounted on a bearing of a pin; and a bore (41) extending axially through at least one journal (14) so as to allow the mounting of at least one shaft (26) for transferring movement to the eccentric parts (18) mounted on the pins (13), said transfer shaft (26) cooperating with two rolling bearings (42). The system is characterised in that the crankshaft (12) also comprises: internal ducts (44) for the passage of liquid lubricant that open into the bearings of two successive pins (13), passing through the bore (41); and a liquid lubricant guiding element (47) fitted over the transfer shaft (26) and positioned between the rolling bearings (42).
The invention relates mainly to an eccentric component (18) for a system for varying the compression ratio of an internal combustion engine, said eccentric component comprising: - a body (30) with no teeth having an eccentric face (31), and - two toothed rings (32) positioned one on each side of said eccentric face (31), characterized in that each toothed ring (32) is made up of two parts (321, 322) that are joined to one another.
A method of assembling a crankshaft and a crank member comprises supplying a crankshaft including a crankpin which extends between crank arms, supplying two halves of a crank member, which are fixed to each other about the crankpin such that in assembled condition the crank member is rotatable about the crankpin and comprises a bearing portion having an outer circumferential wall for bearing a big end of a connecting rod and an external crank member gear for driving the crank member about the crankpin, wherein the halves are fitted about the crankpin, hence creating two contact faces at opposite sides of the crankpin, after which both halves are fixed to each other in circumferential direction by means of applying at least a fixation at a fixing place located remote from the bearing portion and the toothed surface of the crank member gear.
An internal combustion engine including variable compression ratio, comprises a crankcase and a crankshaft including a crankshaft axis, wherein the crankshaft has at least a central main portion, a crankpin and a crankshaft web located between the central main portion and the crankpin. The crankshaft is supported by the crankcase and rotatable with respect thereto about the crankshaft axis. The engine also comprises a crank member being rotatably mounted on the crankpin, and comprising at least a bearing portion which is eccentrically disposed with respect to the crankpin. The crank member has an external crank member gear which meshes with an external drive shaft gear which is fixed to a drive shaft that extends through the crankshaft web and has a driven portion which is located at a side of the crankshaft web which is opposite to its side where the crankpin is located. The driven portion is drivably coupled via a first transmission to an intermediate member which is rotatably mounted to the crankshaft and rotatable with respect to the crankshaft about an intermediate member axis extending parallel to the crankshaft axis. The intermediate member is also drivably coupled to a control shaft portion of a control shaft via a second transmission which control shaft portion is located at axial distance of the driven portion of the drive shaft and the control shaft is rotatable with respect to the crankcase about the crankshaft axis, but which has a fixed rotational position with respect to the crankcase under operating conditions at fixed compression ratio. The first and second transmissions are configured such and the dimensions of the crank member gear and the drive shaft gear are selected such that under said operating conditions the crank member rotates at a rotation frequency with respect to the crankcase which is half of that of the crankshaft and in the same rotational direction as the crankshaft as seen from the crankcase.
A four-stroke internal combustion engine (1) with variable compression ratio, comprises a crankcase, a crankshaft (2) being rotatable with respect to the crankcase about a crankshaft axis (5), a connecting rod (9) including a big end (8) and a small end (10), wherein the connecting rod (9) has a centre line which lies in a connecting rod plane (18), a piston (11) being rotatably connected to the small end (10), wherein the piston (11) is movable in a direction parallel to a piston plane (17) in which the crankshaft axis (5) lies, a crank member (6) being rotatably mounted on the crankpin (3), and comprising a bearing portion (7) which is eccentrically disposed with respect to the crankpin (3), wherein the bearing portion (7) has an outer circumferential wall including a location of maximum eccentricity (P) which bears the big end (8) of the connecting rod (9) such that the connecting rod (9) is rotatably mounted on the bearing portion (7) of the crank member (6) via the big end (8). The bearing portion (7) has a centre line which lies in the connecting rod plane (18). Under operating conditions at or close to top dead centre of the piston (11) the angle between the connecting rod plane (18) and the piston plane (17) changes from a pre-angle before top dead centre to a post-angle after top dead centre. The crank member (6) rotates in the same direction as and at half speed of the crankshaft (2), as seen from the crankcase. The crank member (6) is provided with at least a crank member oil channel (19, 20) for transporting oil through the crank member (6) to an opening (21, 22) in the circumferential wall of the bearing portion (7), wherein the opening (21, 22) is located outside a closed bearing range (A-B) having a first edge (A) and a second edge (B).
An internal combustion engine (1) including variable compression ratio comprises a crankcase (2) and a crankshaft (3) including a crankshaft axis (4). The crankshaft (3) has at least a central main portion (5), a crankpin (6) and a crankshaft web (7) located between the central main portion (5) and the crankpin (6). The crankshaft (3) is supported by the crankcase (2) and rotatable with respect thereto about the crankshaft axis (4). The engine (1) comprises at least a connecting rod (11) including a big end (10) and a small end (12), a piston (13) which is rotatably connected to the small end (12) and a crank member (8) that is rotatably mounted on the crankpin (6), and comprises at least a bearing portion (9) which is eccentrically disposed with respect to the crankpin (6). The bearing portion (9) has an outer circumferential wall which bears the big end (10) of the connecting rod (11) such that the connecting rod (11) is rotatably mounted on the bearing portion (9) of the crank member (8) via the big end (10). The engine (1) comprises a driving mechanism for driving the crank member (8) at half speed of the crankshaft (3) as seen from the crankcase (2). The driving mechanism comprises a control member (17) for varying the compression ratio, which is rotatable with respect to the crankcase (2) and drivably coupled to the crank member (8), but has a fixed position with respect to the crankcase (2) under operating conditions at fixed compression ratio. The rotational position of the control member (17) with respect to the crankcase (2) is adjustable by means of a hydraulic actuator (18), which comprises a hydraulic piston (20) that is drivably connected to the control member (17), a working chamber (21), a pump (23) and an oil supply line (25) through which the pump (23) and the working chamber (21) communicate.
An internal combustion engine (1) including variable compression ratio comprises a crankcase (3) and a crankshaft (4) including a crankshaft axis (5) and at least a central main portion (6), a crankpin (7) and a crankshaft web (8) located between the central main portion (6) and the crankpin (7). The crankshaft (4) is supported by the crankcase (3) and rotatable with respect thereto about the crankshaft axis (5). The engine has at least a connecting rod including a big end and a small end, a piston which is rotatably connected to the small end and a crank member (9) which is rotatably mounted on the crankpin (7). The crank member comprises at least a bearing portion which is eccentrically disposed with respect to the crankpin (7) and has an outer circumferential wall which bears the big end of the connecting rod such that the connecting rod is rotatably mounted on the bearing portion of the crank member (9) via the big end. The engine also comprises a driving mechanism (2) for rotating the crank member (9) at a rotation frequency with respect to the crankcase (3) which is substantially half of that of the crankshaft (4) as seen from the crankcase (3). The driving mechanism (2) comprises a drive shaft (10) that extends concentrically through the central main portion (6). The drive shaft (10) is drivably coupled to the crank member (9) via a transmission (11) at a side of the crankshaft web (8) where the crankpin (7) is located. At the opposite side of the crankshaft web (8) the drive shaft (10) is drivably coupled to the crankshaft (4) via a lockable coupling (22) for adjusting the mutual rotational position of the crank member (9) and the crankshaft (4) at any rotational position of the crank member (9) with respect to the crankcase (3). The engine includes a controller for controlling the coupling (22) such that in unlocked condition of the coupling (22) said mutual rotational position is adjustable.
A method of assembling a crankshaft (1) and a crank member (3, 4) comprises the steps of supplying a crankshaft (1) including a crankpin (5) which extends between crank arms (6), wherein the crankshaft (1) has a crankshaft axis (2) and the crankpin (5) has a crankpin axis (7), supplying two halves of a crank member (3, 4), which are fixed to each other about the crankpin (5) such that in assembled condition the crank member (3, 4) is rotatable about the crankpin (5) and comprises a bearing portion (12, 17) having an outer circumferential wall for bearing a big end of a connecting rod and an external crank member gear (8, 9, 14, 15) for driving the crank member (3, 4) about the crankpin (5), wherein the halves are fitted to each other about the crankpin (5), hence creating two contact faces (18, 19) at opposite sides of the crankpin (5) extending between opposite axial outer sides of the crank member (3, 4), after which both halves are fixed to each other in circumferential direction by means of applying at least a fixation (20) at a fixing place (22) located remote from the bearing portion (12, 17) and the toothed surface of the crank member gear (8, 9, 14, 15).
A reciprocating piston mechanism comprises a crankcase and a crankshaft. The crankshaft is supported by the crankcase and rotatable with respect thereto about a crankshaft axis. The mechanism further comprises at least a connecting rod including a big end and a small end, a piston which is rotatably connected to the small end, and a crank member which is rotatably mounted on the crankpin. The crank member comprises at least a bearing portion and has an outer circumferential wall which bears the big end of the rod such that the rod is rotatably mounted on the bearing portion of the crank member via the big end. The crank member is provided with a crank member gear. The crank member gear meshes with at least an intermediate gear, which also meshes with an auxiliary gear. The auxiliary gear is fixed to an auxiliary shaft that extends concentrically through the crankshaft.
A reciprocating piston mechanism (1) comprises a crankcase (15) and a crankshaft (2) which has at least a crankpin (4). The crankshaft (2) is supported by the crankcase (15) and rotatable with respect thereto about a crankshaft axis (5). The mechanism further comprises at least a connecting rod (9) including a big end (8) and a small end (10), a piston (11) which is rotatably connected to the small end (10), and a crank member (6) which is rotatably mounted on the crankpin (4). The crank member (6) comprises at least a bearing portion (7) and has an outer circumferential wall which bears the big end (8) of the connecting rod (9) such that the connecting rod (9) is rotatably mounted on the bearing portion (7) of the crank member (6) via the big end (8). The crank member (6) is provided with a crank member gear (12). The crank member gear (12) is an external gear, which meshes with at least an intermediate gear (13). The intermediate gear (13) is an external gear, which also meshes with an auxiliary gear (14). The auxiliary gear (14) is an external gear, which is fixed to an auxiliary shaft (16) that extends concentrically through the crankshaft (2). The crankshaft (2) and the auxiliary shaft (16) are rotatable with respect to each other.
A crankshaft (1) is provided with at least a crankpin (2) f which comprises at least a first crankpin part (2a) and a second crankpin part (2b) which are fixed to each other by fixing means, wherein the first crankpin part (2a) is provided with a tapered recess (4) and the second crankpin part (2b) is provided with a tapered protrusion (5) fitting in the tapered recess (4) of the first crankpin part (2a). The crankshaft is suitable for application in an internal combustion engine.
A method of manufacturing a crankshaft (12) comprises the following steps: supplying an intermediary crankshaft (1) made of one piece and comprising at least an intermediary crank arm (3) and an intermediary crankpin (4); applying a first positioning indicator (5) on the intermediary crank arm (3) and a second positioning indicator (6) on the intermediary crankpin (4) of the intermediary crankshaft (1) defining a relative angular position of the intermediary crank arm (3) and the intermediary crankpin (4) about a centre line of the intermediary crankpin (4); separating the intermediary crank arm (3) and the intermediary crankpin (4); manufacturing an intermediary crank arm hole (8) in the intermediary crank arm (3); inserting a portion of the intermediary crank-pin (4) into the intermediary crank arm hole (8); adjusting the positions of the intermediary crankpin (4) and the intermediary crank arm (3) with respect to each other such that the first and second positioning indicators (5, 6) substantially have the same relative position in rotational direction about the centre line of the intermediary crankpin (4) as in case of the intermediary crankshaft (1); and fixing the intermediary crank arm (3) and the intermediary crankpin (4) to each other, thus forming the crankshaft (12).
A reciprocating piston mechanism (1) comprises a crankcase and a crankshaft (2) having at least a crankpin (4). The crankshaft (2) is rotatable about a crankshaft axis (5). The mechanism (1) comprises a crank member (6) which is rotatably mounted on the crankpin (4), and comprises at least a bearing portion (7) which is eccentrically disposed with respect to the crankpin (4). The bearing portion (7) has an outer circumferential wall which bears the big end (8) of a connecting rod (9) such that the connecting rod (9) is rotatably mounted on the bearing portion (7) of the crank member (6) via the big end (8). The crank member (6) is provided with a crank member gear (12) which meshes with a first auxiliary gear (13) being an external gear. The first auxiliary gear (13) is fixed to a second auxiliary gear (14) via a common auxiliary shaft (15). The auxiliary shaft (15) is mounted to the crankshaft (2) and rotatable with respect thereto about an auxiliary shaft axis which extends parallel to the crankshaft axis (5). The second auxiliary gear (14) meshes with a central gear (17) having a centre line which coincides with the crankshaft axis (5). The crank member gear (12) is an internal gear.
A reciprocating piston mechanism (1) comprises a crankcase and a crankshaft (2) having at least a crankpin (4). The crankshaft (2) is rotatable about a crankshaft axis (5). The mechanism (1) comprises a crank member (6) which is rotatably mounted on the crankpin (4), and comprises at least a bearing portion (7) which is eccentrically disposed with respect to the crankpin (4). The bearing portion (7) has an outer circumferential wall which bears the big end (8) of a connecting rod (9) such that the connecting rod (9) is rotatably mounted on the bearing portion (7) of the crank member (6) via t he big end (8). The crank member (6) is provided with a crank member gear (12) which meshes with a first auxiliary gear (13) being an external gear. The first auxiliary gear (13) is fixed to a second auxiliary gear (14) via a common auxiliary shaft (15). The auxiliary shaft (15) is mounted to the crankshaft (2) and rotatable with respect thereto about an auxiliary shaft axis which extends parallel to the crankshaft axis (5). The second auxiliary gear (14) meshes with a central gear (17) having a centre line which coincides with the crankshaft axis (5). The crank member gear (12) is an internal gear.
A vehicle comprises a prime mover for driving at least a wheel of the vehicle, a flywheel (6) for storage of kinetic energy upon decelerating the vehicle, a slipping mechanism (7) which is provided with a slipping clutch (8) drivably coupled to the wheel via a clutch transmission (9) and engageable to the flywheel (6), and a control member for controlling the slipping mechanism (7). The slipping mechanism (7) is adapted such that the transmission ratio between the flywheel (6) and the wheel is determined by the extent of slip between the flywheel (6) and the slipping clutch (8) and at least one fixed transmission ratio between the slipping clutch (8) and the wheel.
B60K 6/10 - Prime-movers comprising combustion engines and mechanical or fluid energy storing means by means of a chargeable mechanical accumulator, e.g. flywheel
B60K 6/30 - Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by chargeable mechanical accumulators, e.g. flywheels
F16D 37/02 - Clutches in which the drive is transmitted through a medium consisting of small particles, e.g. centrifugally speed-responsive the particles being magnetisable
A reciprocating piston mechanism (1) comprises a crankcase (2) and a crankshaft (3) having at least a crankpin (5). The crankshaft (3) is supported by the crankcase (2) and rotatable with respect thereto about a crankshaft axis (6). Furthermore, the mechanism (1) comprises at least a connecting rod (10), a piston (12) and a crank member (7) which is rotatably mounted on the crankpin (5) and comprises at least a bearing portion (8) which is eccentrically disposed with respect to the crankpin (5). The mechanism (1) is also provided with a driving means for rotating the crank member (7) at a rotation frequency with respect to the crankcase (2) which is substantially half of that of the crankshaft (3). The driving means is adapted such that it drives the crank member (7) in the same rotational direction as that of the crankshaft (3).
A reciprocating piston machine (1) comprises a crankcase (2), a crankshaft (3), at least a piston (4) and a balancing system (6) for balancing at least reciprocating forces of the first order which act on the crankshaft (3) in the direction of movement of the piston {4) when the machine (1) is operated. The balancing system (6) comprises at least a counterweight (14) which is provided on the crankshaft {3). The counterweight (14) is positioned and adapted such that it compensates the reciprocating forces of the first order by substantially 50%. The balancing system (6) further comprises at least a drivable eccenter weight (15) which is rotatably connected to the crankcase (2) and positioned and adapted such that the resultant centrifugal force thereof is directed in a direction opposite to that of the counterweight (14) and is driven at similar speed as the crankshaft (3) albeit in opposite direction around an eccenter weight axis extending parallel to the crankshaft axis (8) when the machine (1) is operated. The weight and centre of gravity of the eccenter weight (15) is selected such that the resultant centrifugal force thereof is substantially equal to that of the counterweight (14).
A reciprocating piston mechanism (2) is provided with a crankshaft (3) which is rotatably connected to a crankcase (5) and includes at least a crankpin (7), a connecting rod including a big end and a small end, a piston which is rotatably connected to the small end, and a crank member (13) which is rotatably mounted on the crankpin (7). The crank member (13) comprises at least a bearing portion (14) which is eccentrically disposed with respect to the crankpin (7) and has an outer circumferential wall (15) which bears the big end of the connecting rod such that the connecting rod is rotatably mounted on the crank member (13) via the big end. The reciprocating piston mechanism (2) is provided with a rotary mechanism for rotating the crank member (13) with respect to the crankpin (7). The crank member (13) is made of at least two parts which are fixed to each other around the crankpin (7). An internal combustion engine may be provided with the reciprocating piston mechanism (2).
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