Audi Ag

Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr

Markus Meyer

Matthias Brendel

Andreas Werler

Jörg Wutzler

Lutz Stiegler

Roger Budde

Frank Van Der Seylberg

Erik Schneider

Karl-Heinz Hartwig

A multi-joint crank drive of an internal combustion engine includes at least one coupling member rotataby supported on a crankpin of a crankshaft for rotation about a coupling member rotation axis; and at least one connecting rod supported on a crankpin of an eccentric shaft for rotation about an eccentric rotation axis, wherein the coupling member is connected with a piston rod of a piston of the internal combustion engine for pivoting about a piston rod rotation axis and with the connecting rod for rotation about a connecting rod rotation axis, said coupling member having a bearing eye receiving the crankpin of the crankshaft, wherein a coupling angle between an imagined straight line though the coupling member rotation axis and the connecting rod rotation axis and an imagined straight line through the coupling member ration axis and the piston rod rotation axis is at least 140&#xb0; and at most 180&#xb0;, wherein a center point of the coupling member is arranged outside the bearing eye, and on a side of a first plane which faces the piston of the internal combustion engine, said first plane receiving the coupling member rotation axis and the connecting rod rotation axis.

Multi-joint crank drive of an internal combustion engine, and corresponding internal combustion engine

An internal combustion engine has a multi-joint crank drive wherein the multi-joint crank driver includes a plurality of coupling members which are rotatably supported on crank pins of a crank shaft and a plurality of hinged connecting rods which are rotatably supported on crank pins of an eccentric shaft wherein each of the coupling members is pivotally connected to a piston connecting rod of a piston of the internal combustion engine and one of the articulation connecting rods. In order to enable to largely or completely compensate inertia forces, it is proposed according to the invention to equip the internal combustion engine with a single balance which serves for neutralizing second order inertia forces.

In-line internal combustion engine having a multi-joint crank drive and a single balance shaft for damping second-order inertia forces

An internal combustion engine includes a piston axially displaced in a cylinder over a maximal stroke and a connecting rod device for adjusting the compression of the internal combustion engine and having a transverse lever with one end connected by a first joint with a connecting rod articulately arranged in the piston and another end connected by a second joint with an actuatable control lever pivotal about a third joint. The transverse lever is connected between the first joint and the second joint by a fourth joint with a crankpin of the crankshaft which is spaced apart from a rotation axis of the crankshaft, wherein a lateral distance between the rotation axis of the crankshaft and the third joint in relation to the maximal stroke of the piston is at least &#x2212;1.0.

Internal combustion engine

The invention relates to a valve train for internal combustion engines, comprising a camshaft and valve actuation elements for one or more valves, the elements being located in the cylinder head. The aim of the invention is to provide a valve train for an internal combustion engine, with which a reliable stroke adjustment of the valves can be made, without the need for complex technical resources, while at the same time allowing a forward or rear displacement of the valve orifice region. To achieve this, in order to modify the valve stroke curve, the contact point between the transfer member and the cam can be displaced along the periphery of the cam and the contact point between the transfer member and a control curve of the support body can be displaced, forcing the part of the transfer member that interacts with the cam to be guided, by shifting the transfer member in relation to the camshaft.

Valve train for internal combustion engines

A reciprocating-piston internal combustion engine has a crank drive and a transmission lever indirectly coupled with the piston and intersecting the cylinder axis. The lever is articulated onto the crank drive's connecting rod and onto an adjustable bearing guided in the cylinder block. For greater variation of the translation of movements between crank drive and piston, the pulling and pushing rod connected with the piston has a guide at its end facing the transmission lever. The guide is preferably a pivotally-mounted slide shoe that engages into a guide extending along the transmission lever. The transmission lever is pivotally connected with the crankshaft connecting rod and connected with a setting drive for variably setting the articulation of the pulling and pushing rod on the transmission lever. A guide lever pivotally connected with the pulling and pushing rod and pivotally articulated onto the cylinder block guides the pulling and pushing rod.

Reciprocating-piston internal combustion engine

A variable valve gear for internal combustion engines, having at least one camshaft and pivot lever disposed in the cylinder head, which lever contacts a valve that closes by means of spring force. An intermediate element of a transfer element is mounted in a supporting and displaceable manner, twice on the supporting body and on the pivot lever. The intermediate element engages a supporting surface disposed on the supporting body, first by way of a supporting cam segment disposed on the intermediate element, and second with the controlling cam segment of the supporting body, and third with the pivot lever, by way of an outer contour surface disposed on the intermediate element. The intermediate element indirectly contacts the cam of the camshaft, by way of a roller disposed on an oscillating crank, which is connected with the intermediate element in articulated manner.

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Mildenau, Germany

Markus Meyer