CN102155274A - Continuously variable compression ratio engine and power output device thereof - Google Patents

Continuously variable compression ratio engine and power output device thereof Download PDF

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CN102155274A
CN102155274A CN2011100095313A CN201110009531A CN102155274A CN 102155274 A CN102155274 A CN 102155274A CN 2011100095313 A CN2011100095313 A CN 2011100095313A CN 201110009531 A CN201110009531 A CN 201110009531A CN 102155274 A CN102155274 A CN 102155274A
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bent axle
base body
deflection base
engine
eccentric
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丛培伟
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Abstract

The invention discloses a continuously variable compression ratio engine and a power output device thereof. The engine comprises a crankshaft, an integrated crankshaft deflection support body, a crankshaft bearing cover, a crankshaft timing gear part, a control driving mechanism, a flywheel, an eccentric clutch and a transmission input shaft, wherein the control driving mechanism has braking and locking functions. The original design thought is that: when the flywheel and the eccentric clutch are eccentrically rotated along with the crankshaft simultaneously, a difficult engine variable compression ratio problem is converted into an eccentric clutch designing problem. The engine and the device aim to completely solve the technical problems of variable compression ratio engines which make human beings troubled for nearly a century, and struggle for saving one third of energy in the world and returning a sustainable green environment to the world.

Description

Continuous variable compression ratio engine and power take-off thereof
Technical field
The present invention relates to continuous variable compression ratio engine and power take-off thereof, be used to allow the compression ratio of motor can be according to the continuous variable that requires of concrete operating mode.
Background technique
Engine designer knows that all continuous variable compression ratio technique and continuously variable valve lift technology are two most advanced big technical problems of Reciprocating engine, can say that human design to motor launches around this two large problems, most of new technologies of motor are the compensatory technology of continuous variable compression ratio technique and continuously variable valve lift technology in other words.Solve along with engine continuous variable valve lift technological perfectionism at present, the continuous variable compression ratio technique in a puzzlement nearly century of motor circle is the technical barrier that motor circle urgently will solve, and when having arrived thorough solution.
One, changeable compression ratio technique is the inevitable requirement of motor development
Mainly be presented as following some:
1. changeable compression ratio technique can allow the engine booster technology be given full play to
For supercharged engine, its compression ratio has to design more much lower than naturally aspirated engine, not so after supercharge cylinders the pinking fault will appear, but cross low compression ratio design, make that the thermal efficiency of fuel oil of slow-speed of revolution attitude is lower, so the economic performance of engine low rotation speed attitude and power performance be not as the naturally aspirated engine of discharge capacity.Engine low rotation speed is the motor state of most times, and therefore technical is not quite reasonable.Behind the configuration changeable compression ratio technique, motor can be set normal compression ratio when not supercharging, can reduce compression ratio when supercharging, has therefore satisfied the requirement of motor to power character and economic performance simultaneously.Because therefore the compression ratio of real-time controlled change motor can finely be complementary with pressurized machine, solved the sluggish problem of pressurized machine fully.
2. the working condition requirement changeable compression ratio technique that changes of motor
The gettering quantity of motor changes along with its operating mode is different, and when piston was shifted top dead center onto, the pressed density and the compression temperature of cylinder altered a great deal, and the actual compression ratio of motor changes.Under the slow-speed of revolution operating mode, motor actual compression ratio (only 3-6) is lower than design compression ratio, so engine thermal efficiency is lower.Along with the installation of changeable compression ratio technique realization, on engine power performance, economic performance, the environmental-protecting performance principle bigger raising space is arranged also all at present.
3. changeable compression ratio technique will promote the development of engine fuel technology
The octane value of different fuel oils is different, Under Different Work Condition of Engine also is different to the octane number requirement of same label fuel oil, and octane value is unfixed under the different operating modes of same fuel oil, therefore has only changeable compression ratio technique can allow fuel oil give play to rational combustion efficiency.The changeable compression ratio technique traditional concept that engine compression ratio must be complementary with the fuel oil label that is through with.Changeable compression ratio technique still promotes the technical foundation of replaceable fuel oil technical development.Have the anti-knock identical with gasoline when replaceable fuel oil methyl alcohol, high rotating speed, the anti-knock under the slow-speed of revolution is much larger than gasoline; Therefore big compression ratio is set when methanol fuel can the slow-speed of revolution, will reduces engine compression ratio during high rotating speed.
4. changeable compression ratio technique is the inexorable trend of motor development
Guarantee that the design of motor is little, in light weight to volume, the high development of power to weight ratio on the economic performance, power performance, environmental-protecting performance basis of motor, therefore have only changeable compression ratio technique can satisfy the requirement of motor development trend.According to the prototype test data of announcing, adopt mechanical supercharger 1.598 rise the svc variable compression ratio engine, 166 kilowatts of its peak outputs, Maximum Torque 305 Newton meters, the power and the moment of torsion of 3.0 liters of naturally aspirated engine have been reached, its comprehensive oil consumption has reduced by 30% than stationary engine, and satisfies European IV emission standard; And for example 1.5L MCE5VCRi maximum power is 220HP (162KW/rpm), and Maximum Torque is 420 Newton meters, and its moment of torsion has then reached torsional performance (benz G500,5LV8 Maximum Torque 460 Newton meters of V8 motor; LC2004.7L V8 Maximum Torque 410 Newton meters are patrolled in the land).Have on the engine principles of variable compression ratio performance and have 20% fuel-economizing potentiality at least, so promptly be the reason that motor circle can continue to drop into the huge fund design.
Two, the design difficulty of changeable compression ratio technique
The changeable compression ratio technique of motor is the motor circle technical barrier of " ancient ".Early stage variable compression ratio patent can be traced back to before the forties in last century, for example GB480768A (1936), GB899198A (1960), US4174683 (1979), EP0184042A2 (1985), US4834031 (1989), US5908014 (1999), US20020043228, CN200680000913.7, CN200810142704.7, US7685974 (2010).For thousands of variable compression ratio patents, talkative neither one patent can perfectly solve engine variable compression ratio problem, and different technical problems is all arranged.Traditional Reciprocating engine has been the mechanical systems with completeness through the technological accumulation of a century and a half, wanting that the essential features of revising motor certainly will contradict with thousands of conventional engines sport technique segments, promptly is that the continuous variable compression ratio technique of motor and continuously variable valve lift technology so are difficult to the reason that designs.The artificer often runs into predicament like this, and it is all fine to have solved tens problems, design near the emersion that finishes up but unsolvable last technical problem.The parts of motor not only are subjected to bigger active force when working, and the temperature gap between parts also has accurate requirement, and the critical piece of motor all is again a high-speed mobile during work, and the parts of motor are the requirement maintenance intervals, therefore make that design is difficult, common Machine Design skill and technique is difficult to get involved.
Engine designer knows that all the most important notion of engine design is wearing and tearing.Have accurate matching gap to require between the parts of motor, this has caused the brinelling that causes because of the contact velocity difference between engine components.Wearing and tearing between engine components are divided into two classes.One class is stroke wearing and tearing, motor whenever turn around will brinelling once, promptly per minute will wear and tear thousands of times; The form that is slidingly connected that stroke wearing and tearing require the parts of the transmission active force of engine interior to conflict with fixed connection or the most approaching fixedly connected large size can not connect with the gear type that line is conflicted.Another kind of brinelling is the speed change wearing and tearing, and such wearing and tearing number of times is few, and many designs connect with the good gear type of transmission efficiency between parts.Traditional engine technology is cleverly to the solution of bump wear problem, setting makes on the transmission of power progressive formation is arranged with continuous friction damping force (perhaps hydraulic pressure, electromagnetic damping power), allow be able to gentle transition and joint between the gear of the parts of motor and speed changer, bump dynamics between transmission part is limited to receptible scope.Stroke wearing and tearing and speed change wearing and tearing are important to the design of engine variable compression ratio, determine directly whether the changeable compression ratio technique of designing can the realization installation.
Three, the kind of existing changeable compression ratio technique
The engine variable compression ratio technique does not have two class thinkings outward; The first directly changes the volume thinking of firing chamber; It two is the stroke thinkings that change piston, and this thinking is the main flow mentality of designing of engine variable compression ratio technique always.In theory, the artificer needs only on the random controlled change engine power outgoing route variable compression ratio that parts can both be realized controlled change motor, makes the design of variable compression ratio engine may have very abundant variation form.Because the parts that design changes all are the most basic essential features of conventional reciprocating formula motor, therefore make the artificer of variable compression ratio engine all will run into the extremely scabrous technical problem of can not counting Wan.
1. the firing chamber completion method is provided with can be filled into the moveable piston in the firing chamber, directly changes the volume of firing chamber.Because this technology does not change the motor fundamental mechanism, seem to save trouble very much, almost be irrealizable technology in fact.Its key problem is, because the packing volume of firing chamber is still very big, makes that design is very thorny; Movable body also heavy damage the quality of compression swirl of firing chamber; The design space of top of combustion chamber has not almost had, and moveable piston is set, and has to want the compression valve area; The material and the sealing problem that also have corner carbon-collecting problem, moveable piston.
2. variable piston, promptly the Double decker piston method makes outer piston move and promptly changes combustion chamber volume.Its key problem will allow controlled move of outer piston be difficult.Setting is with hydraulic control, the change of the compression ratio of difference cylinder is not synchronous, and double-piston increased the weight of piston clearance, piston, all is not really to meet the motor requirement.Close variation also has variable length of connecting rod.
3. eccentric supporting sleeve is set on the wrist pin, its key problem be eccentric supporting sleeve on the wrist pin by the excessive cylinder-bore axis that departs from of connecting rod, therefore cause cylinder eccentric wear even scuffing of cylinder bore; The control mechanism design is difficult to, and also all can not finely deal with problems with auxiliary connecting rod control with hydraulic control.
4. many link rod methods, this method helps by auxiliary eccentrically weighted shaft beyond the bent axle and fork, can realize variable compression ratio engine.Key problem is that the connecting rod reciprocation mass increases and is twice abovely, and not really meets the motor requirement; A plurality of connecting rods must with a plurality of combinations, cause very big friction energy loss.This type of technology also makes the controlled vibration problem of motor become very complicated.
5. the gear type connecting rod is introduced gear and is changed conventional linkage.The wheel between cog of gear is the line contact, so this method is not quite reasonable on the mechanics.Not only reciprocation mass is very big and mechanism is complicated, and the independent hydraulically controlled formula controlling Design of this method, the gear supported design of piston all also have the problem of principle.This type of technology is famous with the VCR motor of French MCE-5DEVELOPMENT company.
6. add eccentric bushing on the crank pin, this method can realize variable compression ratio, and just friction energy loss is big.The key problem of this way still is the control problem of eccentric bushing, and synchromesh gear control eccentric bushing is set, and problem is that stroke brinelling is serious, can be provided with the control of hyperbolic axle, and problem is that the friction energy loss of increase is very big and mechanism is complicated.
7. crankshaft eccentric supports, and promptly bent axle is provided with variable support.This design method is can realize variable compression ratio engine fully.Should mention, even gone out variable compression ratio engine by the crankshaft eccentric supported design, technical is not enough, because this moment, variable compression ratio engine can not be realized power output, does not therefore have practicability, must design rational power take-off.Crankshaft eccentric supported design mechanism has two big core technical problems; First technical problem is the vibration problems of crankshaft eccentric support; Second technical problem is a transfer problem, change the eccentric axis that engine power is exported by bent axle into fixed axis.A mechanism that realizes the axle conversion divides three classes, comprise inside engaged gear group, external gear pump group, etc. arm-type hyperbolic axle.The following stated of the present invention only relates to the discussion of inside engaged gear group.The inside engaged gear group comprises an input gear and an output gear, and wherein two gears are interior engagements.A mechanism that is provided with axle conversion still is not enough, the mechanism of axle conversion must be set to rational position, therefore relates to the change of other mechanisms.Above-mentioned two big core technical problems all will solve, though not so technology to have obtained patent right also can only be empty technology.The patent of the at present open in the world variable compression ratio engine by the design of crankshaft eccentric supporting mechanism because all can not the realization installation, all be to lack the patent practicability in fact.Overwhelming majority patent all is provided with eccentric supporting sleeve bent axle and realizes what off-centre supported, because eccentric supporting sleeve does not have the mechanical property of crankshaft bearing cap, so the eccentric supporting sleeve of distributing still is, and the eccentric supporting sleeve of integral type all has serious vibration problems.Partial monopoly is set to engine interior with axle switching mechanism, because the inside of motor can not be with the gear transmission motor active force of line contact, mechanics principle is promptly unreasonable; Allow the direct free-standing of bent axle connect very big quality, the very big and serious wear of moment bump momentum.Supporting the engine variable compression ratio technique of realizing by crankshaft eccentric is integrated technology, and only designing the part technology is not real engine variable compression ratio technique.
8. move down the cylinder head method, this method is that the cylinder head body is moved down together with cylinder, has therefore reduced the volume of firing chamber, is the development to above-mentioned firing chamber completion method.Its key problem be want variable mobile mechanism and parts too much and volume excessive, be very big on the not only control dynamics, this method has also related to a lot of problems of sealing, cooling, distribution and organism stability of motor.
9. oscillating cylinder cover method allows the variable swing of cylinder liner can cause the difference of piston with respect to the crankshaft space angle, and reality has changed the position of piston top dead center, has promptly changed compression ratio.Therefore and to move down the cylinder head method close this design method is swung cylinder block simultaneously together with cylinder head,, all is local locomotor body.This machine-processed core is the controlled swing of cylinder, and the space angle of cylinder swing is very big, makes the piston axis of top dead center depart from bent axle radially, has therefore caused the cylinder biasing problem.In addition should mechanism mechanism complexity, control actuation force and maintenance energy are all very big, and also relate to distribution shock problem, coolant seal problem, engine body stability problem.This type of technology is famous with the svc variable compression ratio engine of the saab company of Sweden.
Summary of the invention
The present invention discloses a kind of continuous variable compression ratio engine and power take-off thereof, is used to solve numerous technical problems of above-described available engine variable compression ratio design.The present invention makes every effort to respect on conventional engines structure and the mechanics principle basis, solve the changeable compression ratio technique difficult problem in a puzzlement nearly century of motor circle completely, allow the engine variable compression ratio technique realize truly realization installation, and engine variable compression ratio technique of the present invention can be generalized to whole reciprocating engine field.Concrete scheme of the present invention is, continuous variable compression ratio engine and power take-off thereof, mainly comprise bent axle, bent axle deflection base body, crankshaft bearing cap, bent axle distribution device and Control Shaft, flywheel, eccentric clutch, transmission input shaft, wherein the flywheel setting is fixedlyed connected with bent axle and controlling and driving mechanism has the braking and locking function.The original mentality of designing of the present invention is that when flywheel carried out eccentric rotary along with bent axle simultaneously together with the eccentric clutch, difficult engine variable compression ratio problem promptly was converted into eccentric clutch designing problem.But it promptly is two fixedly to have had more a variant between end face in fact that fixed design becomes Variable Designing Of, but as long as variant is pressed mutually with fixing end face, promptly becomes two end faces again again; Realization promptly is the lock-in techniques of Variable Designing Of with the technology of pressing between end face.Lock-in techniques makes the almost completely identical of the mechanical environment of continuous variable compression ratio engine of the present invention and conventional engines.
One, mechanism member of the present invention and space combining form thereof
Reason owing to design, processing, assembling, wearing and tearing, the rational change range that the member of motor always has bulk and spatial position thereof to be provided with, it is the standard margin of error, therefore technical description of the present invention is the technical description that has in the standard margin of error, and for example shaft axis can be considered as the axis in its fitting seat hole.Numerous component of conventional engines and other mechanisms relatively, only invention is changed or the parts of intention are fully described to relating in the present invention, and the general category Machine Design of intention is not given simply more; System principle that the present invention does not describe and parts thereof, for example engine cooling lubrication system, engine piston connecting rod mechanism are on the principle and conventional engines basic identical.The internal gear of the following stated is the inside gears of the gear teeth, and external gear is the outside gears of the gear teeth.Engine body of the present invention has comprised that with engine cylinder be airframe components one or that fixedly connected, for example cylinder block, cylinder head, crankcase.Eccentric rotary of the present invention is that the rotation axis of parts self rotates around fixed axis, and eccentric rotary is to switch to rotate; The rotation axis that described eccentric setting is parts self departs from fixed axis; Described fixed axis is the fixed axis of bent axle deflection base body.
1. bent axle
Bent axle of the present invention has the basic structure of traditional bent axle, be one or fabricated.Can change the local space forms of bent axle according to different requirements during specific design, but all be not creative design.The other problem that relates to bent axle can be explained according to the principle of traditional bent axle.
2, bent axle deflection base body and crankshaft bearing cap
The combining form of described bent axle deflection base body and crankshaft bearing cap is divided two classes.First kind combining form, bent axle deflection base body, it has a fixed axis and an eccentric axis, and the throw of eccentric that two has setting between axis, and off-centre is provided with the crankshaft installed seat on the described bent axle deflection base body, be used for bent axle being installed by described crankshaft bearing cap, and described bent axle deflection base body has cylindrical arc operative end surface, and be installed in its fitting seat that is arranged in the described engine body by its cylindrical arc operative end surface, the axis of the cylindrical arc operative end surface on the wherein said bent axle deflection base body is the fixed axis of described bent axle deflection base body, and the axis of the axis of described bent axle and described crankshaft installed seat is the eccentric axis of described bent axle deflection base body.The second class combining form, bent axle deflection base body, it has a fixed axis and an eccentric axis, and the throw of eccentric that two has setting between axis, and off-centre is provided with the crankshaft installed seat on the described bent axle deflection base body, be used for described bent axle being installed by described crankshaft bearing cap, and on the described bent axle deflection base body and described crankshaft bearing cover and all be provided with cylindrical arc operative end surface, be used to install described bent axle deflection base body, the axis of the axis of the cylindrical arc operative end surface on the wherein said bent axle deflection base body and the cylindrical arc operative end surface that described crankshaft bearing covers is the fixed axis of described bent axle deflection base body, and the axis of the axis of described bent axle and described crankshaft installed seat is the eccentric axis of described bent axle deflection base body.The combining form of above-mentioned bent axle deflection base body and crankshaft bearing cap is equal in fact fully, and difference only is that the top of described crankshaft bearing cap is provided with cylindrical arc operative end surface; Difference only is that described bent axle deflection base body obtains slightly difference of mechanics support.Other equivalent variations, for example, bent axle is installed on the bent axle deflection base body by crankshaft bearing cap, and crankshaft bearing cap is not provided with the external arc end face, and the crankshaft bearing cap outside is provided with the upper support axillare with external arc end face in addition.When with the control gear form bent axle deflection base body being controlled, a side of bent axle deflection base body is provided with tooth sector (promptly being operative gear), and the control gear of this tooth sector setting and controlling and driving mechanism is meshed.The radial cross section of the above cylindrical arc operative end surface is a circular curve, and the center of circle of described circular curve is positioned on the fixed axis of described bent axle deflection base body.Described cylindrical arc operative end surface is a broad sense, and the radius of the circular curve of different radial cross sections can be inequality.The fitting seat of bent axle deflection base body and engine body Connecting format be one or fixedly connected, identical with traditional crankshaft installed seat situation.
Bent axle of the present invention directly is installed on the bent axle deflection base body with crankshaft bearing cap, and eccentric supporting sleeve is not set between crankshaft bearing cap and bent axle.Since crankshaft bearing cap is a bearing cap, have the function and the mechanical property of the crankshaft bearing cap of conventional engines.The bent axle of conventional engines all is installed on the cylinder block float chamber by bearing cap at present.Described bent axle deflection base body is installed in its fitting seat by the cylindrical arc operative end surface on it, and the support of power is provided by its fitting seat.When specific design, do not advise bent axle deflection base body being installed on the engine body with traditional reversely hung Yong bearing cap way, because it is not enough that the reversely hung Yong bearing cap not only bears dynamics, also allow the thin partially and mechanical property of bent axle deflection base body design thickness reduce, and make the design space become to feel bad.The design of described bent axle deflection base body all and in the world other crankshaft eccentric supports is diverse, the thickness of special part of the force.Since described bent axle deflection base body can be called " base body ", be different from eccentric supporting sleeve, bent axle deflection base body is very abundant parts, so can bent axle be held up as ship.
The bent axle deflection base body branch integral type and distributed two classes that belong to same bent axle.Because bent axle deflection base body is provided with locking framework, distributing bent axle deflection base body (for example two fens situations) still can be realized; Because the stressed of bent axle is local circulation, therefore complicated independent support is carried out in the bent axle part, make big several times of the stressed change of bent axle deflection base body fitting seat; Distributing bent axle deflection base body is set, also may causes the problem in the control.Setting of the present invention is carried out body supports with integral type bent axle deflection base body to bent axle, with eccentric supporting sleeve supplemental support, does not advise being provided with distributing bent axle deflection base body.Described eccentric supporting sleeve is the eccentric support of another kind of axle, belongs to the capacity eccentric bearing class, can be divided into open and closed type in shape, can be divided into active in the control again and passive type two classes.Eccentric supporting sleeve one side very thin thickness, make the fastening screw of eccentric supporting sleeve can not have the dynamics of the fastening screw of bearing cap, make that the mechanical property of eccentric supporting sleeve is more much lower than the mechanical property of bearing cap, therefore the rigidity of eccentric supporting sleeve also is not enough to bent axle is provided the support of power.Transmission input shaft of the present invention is to be installed in its fitting seat hole on the speed changer body by eccentric supporting sleeve.Described crankshaft bearing cap can be provided with a plurality of, and whole crankshaft bearing caps can be linked to each other again becomes the integral type crankshaft bearing cap.Described bent axle deflection base body and its fitting seat can play fine support to the bent axle part that causes because of cylinder stroke stressed, and by bent axle deflection base body is provided with locking framework, the mechanical environment of bent axle of the present invention is identical with traditional bent axle almost completely, so all be fully rational technology on the principle and in the design.
Lockout issue to bent axle deflection base body, because movable parts more than bent axle deflection base body makes between bent axle and engine body, and bent axle is stressed to be again very big, the vibrations and the wear problem that will occur bent axle deflection base body unavoidably, so best bet is that bent axle deflection base body is provided with rational locking framework.Bent axle deflection base body is provided with locking framework, makes bent axle mechanical environment and traditional bent axle much at one, and can simplified design; Not so will run into a lot of stubborn problems, the dismounting when also allowing bent axle deflection base body assembling maintenance especially becomes very loaded down with trivial details.Locking mechanism of the present invention is, when engine compression ratio remains unchanged, is provided with described bent axle deflection base body is pressed onto in its fitting seat, and all bent axle deflection base body is locked onto it down in fitting seat.In the time of in bent axle deflection base body locks onto its following fitting seat, fitting seat has almost reached bent axle deflection base body on it, when therefore designing fitting seat can be set, or part be set go up fitting seat, can be provided with parts with lock function (for example brake press plate) by controlling and driving mechanism to bent axle deflection base body to lower support and space constraint.The spatial position of the relative cylinder of fitting seat of bent axle deflection base body is arranged and the crankshaft installed seat of conventional engines identical.Locking implication of the present invention is to allow the vibrations of bent axle deflection base body satisfy the engine stabilization requirement, and does not require and lock to such an extent that bent axle deflection base body is motionless fully.The locking setting of bent axle deflection base body, bent axle deflection base body can also proper functioning be a precondition when not locking, the vibrations of bent axle deflection base body can also meet the requirement of engine stabilization when promptly allowing the compression ratio level time switch.
Lockout issue is explained especially because bent axle is stressed huge, wanting that bent axle is locked onto its fitting seat can not realize, but with fine the accomplishing of bent axle deflection base body locking, because the stressed of bent axle deflection base body and bent axle is different.Bent axle is stressed to be great, be that bent axle local pressure (deformation elastic force) is very big specifically, pass through the equilibrium of integral type bent axle deflection base body and all dissolved, it is very slight that particularly bent axle deflection base body is subjected to power upwards, bent axle deflection base body can be pressed down certainly to lock onto in its following fitting seat.Generally calculate, tens kgfs only when the centrifugal force of bent axle, connecting rod and flywheel is maximum, brake press plate is again laborsaving lever, therefore can easily integral type bent axle deflection base body be pushed down.
For the engine body problem, big than conventional engines on the variable compression ratio engine dynamics, stressed bigger diesel-engine body is partial in the cylinder block of variable compression ratio engine and the design of crankcase.The principle that conventional engines body artificer observes is with crankshaft installed seat and the design of cylinder block integral type, not so will be difficult to solve accurate installation speed changer problem, and therefore traditional bent axle all is that reversely hung Yong is installed.The present invention tries hard to recommend the following fitting seat integral type design form with cylinder block, crankcase, bent axle deflection base body, it promptly is the structural type of cylinder block and crankcase one, can change by conventional tunnel formula cylinder block and obtain, this body is the common body form of diesel engine, so technology is fully reasonably; So design not only good rigidly but also can avoid the design space problem of fastening screw, this design method has also solved the fastening problem of crankcase and the speed changer problem accurately has been installed.Can also attempt other design forms during design, for example free-standing crankcase form promptly is the positively fixed type body form of diesel engine.
It is spacing that bent axle deflection base body is that requirement is provided with axial thrust.Because bent axle deflection base body does not rotate with bent axle, so the not so difficult solution of this problem.Notice during design making that the power support of bent axle deflection base body is to be provided by its fitting seat.After in bent axle deflection base body locks onto its following fitting seat, because locking frictional force has axially locked bent axle deflection base body simultaneously, and the axial force that bent axle deflection base body is subjected to is slight, and front baffle board, rear end cover and the pad that can be provided with during design with motor are realized bent axle deflection base body is carried out axial limiting; Bent axle deflection base body two ends can also be provided with the rolling bearing thrust spacing; Similar bent axle can also be set push away only sheet form.For the crankshaft rear end sealing problem, the engine power transfer mechanism can all be provided with under the phase near-ambient with oil lubricating, has therefore reduced the seal request to motor rear end cover position.During design in the crankshaft installed hole of rear end cover the seal eccentric supporting sleeve can be set; It is empty can also allowing in the crankshaft installed hole of rear end cover, is used for not stopping that crankshaft eccentric rotates, this moment rear end cover except the machine oil that blocks crankcase with block the neutral that bent axle deflection base body and bent axle stay is installed, can be to bent axle deflection base body axial limiting.For the bent axle setting, for example radially setting of the bearing shell of bent axle, axial limiting setting, fundamental sum tradition bent axle identical.Because the piston stroke of 0-6 millimeter changes and enough to satisfy the requirement of engine variable compression ratio, the switching rotation angle of bent axle deflection base body is not provided with too big, and tens degree promptly meet the demands with interior, this moment crankshaft center line vertical offset 0.1-0.2 millimeter only; The switching rotation angle difference that is provided with, the throw of eccentric of bent axle deflection base body is along with difference.The relative bent axle initial position of bent axle deflection base body preferably tends to vertical setting.The path of crankshaft lubrication oil duct is fitting seat → bent axle deflection base body → bent axle → main journal of bent axle, the crank pin of bent axle deflection base body.
3. flywheel
Flywheel, be provided with and directly fixedly connected with bent axle, when motor carried out the alterable compression ratio switching, the axis of flywheel and described bent axle carried out eccentric rotary around the fixed axis of described bent axle deflection base body together, and the setting of the axle center of described flywheel is positioned on the axis of described bent axle.The principle of flywheel of the present invention and conventional engines identical, specific design can slightly be improved by traditional flywheel and obtain; Can select variety classes flywheel, for example heavier freewheel, light-duty flywheel (being flexible disk) and double mass flywheel according to concrete model motor.Flywheel can also the wheeled design of round trip flight, and promptly crankshaft two end is provided with a flywheel respectively.The gear ring that is connected with starter motor is housed on the flywheel, is used for engine start.Flywheel is to want eccentric rotary when the inferior switching of compression ratio level, and flywheel is positioned at initial position when still starting, so flywheel is connected the identical of situation and conventional engines with actuating motor.The change of flywheel position promptly is the inferior change of engine compression ratio level, by the control system control of engine compression ratio; Control system has the self-zeroing function, even the motor instantaneous stop, flywheel still can be got back to initial position.To the requirement of flywheel circular runout radially, the matching gap of two gears of engagement in preferably being not more than; Flywheel current radial run-out amount standard and gear clearance standard can both satisfy this condition.
4. inside engaged gear group
With the sport technique segment that the variable compression ratio engine of crankshaft eccentric supported design will have an inside engaged gear group, be used for the dead axle conversion of eccentric axis.The inside engaged gear group is a title on the principle, and when implementing to specific design of the present invention, the input gear and the output gear of inside engaged gear group have become the concrete parts of mechanism.The position difference that the inside engaged gear group is provided with along with the parts of bent axle eccentric rotary together are different, and causes that the technical characteristics of mechanism components changes.
5. eccentric clutch and transmission input shaft
Described eccentric clutch is the core institution of continuous variable compression ratio engine power take-off of the present invention.The eccentric clutch can make has avoided active force by the gear transmission motor before its two mating faces, has avoided serious brinelling problem.The technical characteristics of described eccentric clutch is that its rotation axis is not fixed, when engine compression ratio level time is switched along with bent axle and flywheel carry out eccentric rotary around the fixed axis of described bent axle deflection base body simultaneously.
Combining form between eccentric clutch and transmission input shaft can be expressed as following two class situations.To first kind situation, the setting of eccentric clutch is installed on the described flywheel, the axis coaxle of its rotation axis setting and described bent axle is used for when the inferior switching of engine compression ratio level and described flywheel carries out eccentric rotary around the fixed axis of described bent axle deflection base body together; Transmission input shaft, its front end setting is connected with the eccentric clutch, its rear end is provided with and is used for interior meshed gears, and described transmission input shaft setting is installed in its fitting seat hole on the speed changer body by eccentric supporting sleeve, and the axis setting of described transmission input shaft and the axis coaxle of described bent axle, be used for when engine compression ratio level time is switched and described flywheel carries out eccentric rotary around the fixed axis of described bent axle deflection base body together.The position of the inside engaged gear group of first kind situation is the rear end of transmission input shaft, and its input gear promptly is the gear on the transmission input shaft; And the front end operated by rotary motion of transmission input shaft is connected with the eccentric clutch with external splines.To the second class situation, the setting of eccentric clutch is installed on the described flywheel, its clutch end is provided with output gear, and the axis of the axis of described eccentric clutch and its output gear all is provided with the axis coaxle with described bent axle, is used for when the engine compression ratio level time is switched and fixed axis that flywheel centers on described bent axle deflection base body together carries out eccentric rotary; Transmission input shaft, its input end is provided with the input gear, be used for meshing in the output gear with the eccentric clutch, and the axis of the axis of transmission input shaft and input gear thereof all is provided with the fixed axis of described bent axle deflection base body coaxial.The inside engaged gear group of the second class situation is positioned in the middle of eccentric clutch and the speed changer, and this moment, the input gear of inside engaged gear group was the output gear of eccentric clutch, and the output gear of inside engaged gear group is the input gear of speed changer.For two class situations, it can be internal gear or external gear that the input gear of inside engaged gear group is provided with; When the input gear of inside engaged gear group is external gear, when will working as eccentric clutch separation state, the level time switching of engine compression ratio carries out.Because two gears of inside engaged gear group are interior engagements, the input gear of inside engaged gear group will be subjected to radial side pressure when transferring power, requiring on the mechanics not only will provide the location of axle also will provide side pressure to support to it, and this may cause the design modification of part body and member.For the eccentric supporting sleeve of transmission input shaft, can be divided into initiatively and passive two class forms in the eccentric supporting sleeve control; Active eccentric supporting sleeve can design the hydraulic piston linkage mechanism control with return spring; Can also be designed to the control of Control Shaft gear mechanism.The switching power of the eccentric supporting sleeve of passive type is provided by the transmission input shaft transmission.
Eccentric clutch and dissimilar conventional clutch all are to belong to the driving mechanism with clutch function.The eccentric clutch can improve dissimilar conventional drives with clutch function and obtain for example traditional friction type, electromagnetic type, magnetic particle coupling and fluid coupling, fluid torque converter; Particularly the eccentric clutch can also be directly improved by the clutch of friction clutcch, DSG speed changer and obtains.For hydraulic automatic speed variator (AT) situation, fluid coupling mechanism, setting is installed on the described flywheel, the eccentric axis of its rotation axis setting and described bent axle deflection base body is coaxial, be used for when engine compression ratio level time is switched and described flywheel carries out eccentric rotary around the fixed axis of described bent axle deflection base body together, wherein said fluid coupling mechanism is that fluid coupling, fluid torque converter are selected one in both; The front end of transmission input shaft is connected with fluid coupling mechanism, its rear end is provided with and is used for interior meshed gears, and described transmission input shaft setting is installed in its fitting seat hole on the speed changer body by eccentric supporting sleeve, and the eccentric axis of the axis setting of transmission input shaft and described bent axle deflection base body is coaxial, is used for when engine compression ratio level time is switched and described flywheel carries out eccentric rotary around the fixed axis of described bent axle deflection base body together.The front end of transmission input shaft can be provided with external splines and be connected with fluid coupling mechanism, and the eccentric supporting sleeve on the described transmission input shaft generally all is provided with active eccentric supporting sleeve.Speed changer of the present invention can be step type and/or the dissimilar speed changers of stepless, and speed changer generally is with bayonet socket butt joint form and engine body butt joint, guarantees that the output gear of inside engaged gear group and input gear can accurately dock and mesh.
The control of eccentric clutch generally all is provided with hydraulic control, and technical be advanced.The oil circuit of the clutch machine oil of eccentric clutch can provide by the eccentric supporting sleeve of transmission input shaft; When the oil circuit setting of clutch machine oil provides by bent axle, on the operative end surface of the eccentric supporting sleeve of transmission input shaft rolling element can be set, this moment, eccentric supporting sleeve was equivalent to the eccentric rolling bearing.The eccentric clutch can be provided with release bearing and control, can be provided with release sleeve on the eccentric supporting sleeve of speed changer this moment, and, can also attempt release bearing is installed on the transmission input shaft by two spring bearings along with eccentric supporting sleeve carries out eccentric rotary.In addition, can consult internal gearing oil pump or rotary engine, require to be meshing with each other and the setting throw of eccentric is arranged the input gear of inside engaged gear group and the design of output gear, and the gear teeth outer contour that meets transmission of power.
6. bent axle distribution device and controlling and driving mechanism
Described bent axle distribution device only is provided with air gate type continuous variable compression ratio engine.The pore formula continuous variable compression ratio engine of being realized by the technology of the present invention is not provided with the bent axle distribution device; Except the bent axle distribution device is not set, the other technologies statement of described pore formula continuous variable compression ratio engine is identical with above-mentioned continuous variable compression ratio engine, refuses repetition of explanation.
The bent axle distribution device is converted into the fixed axis of described bent axle deflection base body with the eccentric axis of described bent axle, and gives engine valve actuating mechanism with the transmission of power of motor.The bent axle distribution device is that engine valve actuating mechanism is positioned near the part of bent axle.The setting of bent axle distribution device is installed to crankshaft front end, has the version of enriching in the design, below only exemplifies a few class forms.First kind design form, by timing internal gear driving that is fixedly installed to crankshaft front end and the timing external gear that meshes in it, because the axis of timing external gear is a fixed axis, therefore realized the axis conversion, drive timing sprocket (or timing belt pulley) then and transmit valve actuation power to distribution device; This situation has slightly increased the design space, does not pull the timing gear in the cylinder head when still switching, so valve timing does not change with switching.This situation relates to the gear ratio between timing internal gear and timing external gear; According to the type difference, other secondary gear or sprocket wheel can be set to obtain 2: 1 distribution gear ratio; Can also be with timing internal gear and timing external gear location swap, solved the problem of 2: 1 distribution gear ratio this moment, but the switching of compression ratio will be pulled the timing gear in the cylinder head.First kind bent axle distribution device can be realized fully, and is just slightly complicated.Another kind of design form is not provided with axis switching mechanism, and timing sprocket or timing gear are directly affixed to crankshaft front end, and the rate of tension of chain or cingulum is to be automatically adjusted by Idle wheel; Relative complex on this situation mechanics may change valve timing (the distribution position only changes in the several years mutually), and switch and may impact be arranged to chain or cingulum during switching, concrete installation must be tested definite.In addition, the driving force of distribution device will be far below the motor active force, can also attempt when therefore designing by equiarm hyperbolic method of principal axes or parallel crank transmission mechanism the eccentric axis of bent axle being converted into fixed axis.The bent axle distribution device belongs to slightly that intention can design the general category mechanical mechanism that obtains, and whether just designs challenge.
Controlling and driving mechanism is provided with spatial position and the controlled change engine compression ratio of keeping and change described bent axle deflection base body.Keeping and changing function of controlling and driving mechanism comprised locking, braking function, even also comprises the partial function of the fitting seat of bent axle deflection base body.The present invention tries hard to recommend controlling and driving mechanism is provided with independent locking framework, this independent locking framework makes controlling and driving mechanism have lock function, and described lock function shows as, when the compression ratio of motor remains unchanged, described controlling and driving mechanism is pressed onto described bent axle deflection base body in the fitting seat that is arranged at the described bent axle deflection base body on the engine body, and described bent axle deflection base body and described engine body are locked onto together.Therefore described independent locking framework makes bent axle deflection base body have two control force bearing points, has given described controlling and driving mechanism and has had stable lock function.
Controlling and driving mechanism with lock function is provided with brake press plate, and described brake press plate has and described bent axle deflection base body/or end face of matching of the cylindrical arc operative end surface that covers of crankshaft bearing.The spatial position of the relative cylinder of described brake press plate is arranged and traditional crankshaft installed seat identical.Brake press plate and bent axle deflection base body/or crankshaft bearing cap between match end face can be the indent form, make brake press plate snap in, auxiliary space location.Brake press plate is the Lock Part of independent locking framework.Brake press plate and bent axle deflection base body/or the inconsistent end face setting of cylindrical arc operative end surface of crankshaft bearing cap be interior circular arc operative end surface; The interior circular arc operative end surface of brake press plate can not only retrain up and down described bent axle deflection base body, can also be to about bent axle deflection base body and axially retrain.Between the following fitting seat and described brake press plate that are installed to described bent axle deflection base body of the cylindrical curved end that described bent axle deflection base body setting this moment covers by its cylindrical curved end and/or described crankshaft bearing.One end setting of brake press plate is connected with engine body by coupling shaft, and the brake press plate the other end is provided with the controlling mechanism of brake press plate.When engine compression ratio remained unchanged, the controlling mechanism of brake press plate can press down brake press plate described bent axle deflection base body and engine body are locked onto together.The controlling mechanism of brake press plate has the multiclass design form, can select according to concrete condition during design, can be provided with by control link brake press plate is connected together with control piston, and adjusting screw and Regulation spring can be set.The adjusting screw of brake press plate setting makes the position of brake press plate variable up and down, can solve the installation and removal problem of bent axle deflection base body, can also regulate the initial position between brake press plate and bent axle deflection base body conflict end face, not block bent axle deflection base body when making hot machine.Brake press plate and bent axle deflection base body/or crankshaft bearing cap between the conflict end face on can be provided with friction material, this friction material increases the braking ability of brake press plate, alleviate slightly rocking that bent axle deflection base body after the locking may occur, alleviate the maintenance energy of control gear bent axle deflection base body.The brake press plate number can determine that two brake press plates can be with the fine locking of bent axle deflection base body in fact by concrete engine model.Brake press plate is the last fitting seat of variable bent axle deflection base body in fact, belongs to controlling and driving mechanism but the present invention says brake press plate, is easy to technical description.
Brake press plate is not an essential features of the present invention, the locking framework of described controlling and driving mechanism can also be designed to other forms, for example, a side of bent axle deflection base body can also be provided with the Control Shaft gear mechanism, and its opposite side can connect the control piston linkage mechanism; And for example, the both sides of bent axle deflection base body can also all connect the control piston linkage mechanism, are common two hydraulic pressure cell-types controls (similar with the control type of valve timing controller) in the control.Control Shaft gear mechanism and control piston linkage mechanism are the common mechanism design forms of two classes of controlling and driving mechanism; Two class control type have different advantages, both energy mutual alternative, the design form of taking both to be provided with simultaneously more.
For the installation question of described controlling and driving mechanism, the coupling shaft of described Control Shaft and brake press plate is the axially logical axis of wearing motor, and these two axises are to install with traditional installation method of wearing.A described installation method of wearing is axle directly to be pierced into realize in its mounting hole installing, and its technical advantage is can simplified design.For the installation of brake press plate and its coupling shaft, along with penetrating, the coupling shaft of brake press plate puts in place, put on brake press plate in turn, at last the coupling shaft of brake press plate is fixed.The assistant can visit hand to the auxiliary position, school of the neutral gear of engine body bottom during installation.For the installation of Control Shaft and control gear thereof, along with penetrating, Control Shaft is in place, put on control gear in turn; Because the distance of two main journals of bent axle stays big length of installation to control gear, the thickness that control gear can be set is not more than 1/2 of its length of installation, when Control Shaft penetrates when putting in place, control gear can be fixed control gear by the keyway that is provided with on Control Shaft and the control gear, the key bar with gear, snap ring then along the Control Shaft reverse slide.As long as being provided with, the space between parts can make bent axle deflection base body must move and not shake when switching.The installation of control gear is the space bias that the 0.1-0.2 millimeter is arranged, and the 0.1-0.2 millimeter deviation of control gear belongs to gear installation code scope.Bent axle deflection base body spatial position keep mainly by the brake press plate locking, control gear mainly provides bent axle deflection base body to switch power.
For the precompression setting and the wear problem of bent axle deflection base body, because bent axle deflection base body is provided with rational precompression, bent axle deflection base body still can change movingly, and therefore allowing bent axle deflection base body always be subjected to down pressure is good design concept.Rationally precompression and brake fluid pressure will be equipped with, and can make the whole states of bent axle deflection base body can both finely lock down, so can allow bent axle deflection base body work complete stability.Reasonably precompression is many by being that following pressing spring in the hydraulic chamber provides, and can also attempt that adjusting screw is provided with spring pad provides.Because bent axle deflection base body does not rotate with bent axle, the operative end surface that is used to lock between bent axle deflection base body and brake press plate is worn and torn hardly, thus bent axle deflection base body and down fitting seat all be freedom from repairs.During design, can push down bent axle deflection base body, the adjusting screw of described brake press plate can be set if rational precompression is set.
Controlling and driving power is provided with hydraulic power or electromechanical power more, can also be provided with manual form, when the oil of motor number or working zone environment change, engine compression ratio manually is set, this moment, brake press plate can not be provided with control link and control piston directly with adjusting screw fixed crankshaft deflection base body.In addition, the mechanical structure of bent axle deflection base body all meets lever principle, and the ratio between power arm and resistance arm can control to about 10 times, so lever is laborsaving state; The actuation force and the maintenance energy of Control Shaft are little, and bent axle deflection base body can obtain enough big switching moment.
Two, mechanical work principle of the present invention
When motor receives the instruction of compression ratio level time switching, solenoid valve is opened, make that hydraulic chamber is that low oil pressure state and bent axle deflection base body are lock states not, control this moment motor or/control hydraulic driving Control Shaft can switch rotation, Control Shaft switches rotation by tooth sector driving bent axle deflection base body then, the axis that drives bent axle affects flywheel and eccentric clutch simultaneously along with bent axle carries out eccentric rotary along with eccentric rotary.The spatial position that has changed crankshaft center line is rotated in the switching of bent axle deflection base body, therefore changes the spatial position of piston top dead center, the controlled engine compression ratio that changed.After the compression ratio level time had been switched, solenoid valve was a closure, and hydraulic chamber is that high oil pressure state and bent axle deflection base body are lock states.The control motor or the hydraulic pressure of drive part preferably are provided with braking function.The dead axle output of engine power is to realize by the axis transfer principle of inside engaged gear group.
Three, the beneficial effect that compared with prior art has of the present invention
At present on the conventional engines basis, dispose continuous variable compression ratio technique of the present invention, change economic performance, power performance and the environmental-protecting performance of conventional engines on the energy principle,, also more abundant when power performance when realizing wanting economic performance than conventional engines than conventional engines fuel-economizing.
Also possess in addition:
Chuan Xin design mechanism does not relate to fully prior art is encroached right fully.The present invention has comprised world's initiative technology of numerous brand-new intention, and for example the design method of bent axle deflection base body and lock-in techniques thereof, eccentric clutch and the setting of inside engaged gear group, cylinder block and the fully integrated formula of crankcase, flywheel and eccentric clutch carry out the mentality of designing of eccentric rotary simultaneously along with the bent axle of fixedlying connected with it.Because original design thinking of the present invention is brand-new, therefore whole link technology of designing all have intention.The friction energy loss of conventional engines relatively, continuous variable compression ratio engine technology of the present invention just is equivalent to have more a pair of gear (inside engaged gear group), so the friction energy loss of variable compression ratio engine identical with conventional engines almost.The present invention does not change the conventional engines basic structure beyond the bent axle, the working state of motor basic system and conventional engines identical.The present invention has introduced lever principle, has reduced actuation force and maintenance energy when compression ratio switches, has guaranteed engine operation stability.Mechanism that the present invention relates to and parts can both be sought prototype in the available engine technology, the mechanics wearing and tearing of parts meet the requirement of engine maintenance phase fully.The compression ratio of the variable compression ratio engine that the present invention realizes can realize easily that the above compression ratio of 6-40 significantly changes.
Description of drawings
Fig. 1 is the variable compression ratio engine primary clustering exploded perspective schematic representation of the embodiment of the invention 1;
Fig. 2 is the radial cross section schematic representation of the first kind variable compression ratio engine of the embodiment of the invention 1;
Fig. 3 is the axial cross section schematic representation of the described variable compression ratio engine power take-off of Fig. 2;
Fig. 4 is the operation acts schematic representation of the inside engaged gear group of the embodiment of the invention 1;
Fig. 5 is the operation acts schematic representation that engine compression ratio of the present invention switches;
Fig. 6 is the axial cross section schematic representation of bent axle distribution device of the present invention;
Fig. 7 is the radial cross section schematic representation that is used for embodiment 2 the second class variable compression ratio engine;
Fig. 8 is the axial cross section schematic representation of the described variable compression ratio engine power take-off of Fig. 7;
Fig. 9 A is the first kind control schematic representation of active eccentric supporting sleeve of the present invention;
Fig. 9 B is second class control schematic representation of active eccentric supporting sleeve of the present invention;
Figure 10 is the fluid torque converter and the active eccentric supporting sleeve combination schematic representation of the embodiment of the invention 3;
Only to the technical description of the principle of the invention, and the parts of view make every effort to change with top view, and in order to be easy to statement, the part parts are refused mark.
Embodiment
The mark of the following stated parts is divided with this component function, and the parts setting with identical major function is all with same mark; Embodiment 1 and embodiment's 2 crankshaft bearing cap for example, though difference in shape all belongs to crankshaft bearing cap, mark all is 13.
Embodiment 1
Fig. 1 is the exploded perspective view of embodiment 1 variable compression ratio engine primary clustering, the stero shape of part assembly be can understand substantially, bent axle 10, crankshaft bearing cap 13, bent axle deflection base body 11 and tooth sector 14, control gear 15 and Control Shaft 16 comprised.
Fig. 2 is the radial cross section view of embodiment 1 first kind continuous variable compression ratio engine, mainly comprises bent axle 10, bent axle deflection base body 11, crankshaft bearing cap 13, engine body 24 and controlling and driving mechanism.Controlling and driving mechanism is divided into again to switch according to its major function and keeps part and independent lock section, described switching is kept part and is comprised Control Shaft 16 and control gear 15 thereof, described independent lock section comprises the coupling shaft 18 of brake press plate 17, brake press plate and the controlling mechanism of brake press plate, and the controlling mechanism of described brake press plate has comprised loaded spring 19, control link 20, control piston 21, adjusting screw 22.Because the variation that presses down and lift distance the when locking of brake press plate 17 and switching is very slight, therefore when closing, the solenoid valve of control hydraulic pressure can lock, and the solenoid valve of control hydraulic pressure can switch when opening.The following fitting seat 12 and the engine body 24 of bent axle deflection base body are one, and the motor bottom is by oil sump 23 sealings.Want earlier Control Shaft 16 and control gear 15, coupling shaft 18, brake press plate 17 and the hydraulic control part thereof of installation and control driving mechanism during installation, bent axle deflection base body 11 is installed then, the adjusting screw 22 of brake press plate is set at last.Be easy to describe, the part radial cross section of continuous variable compression ratio engine shown in Figure 2 staggers; And the mechanism of the part of intention not omitted for example piston of motor, connecting rod and cylinder head.Make every effort to change, Fig. 1, bent axle deflection base body 11 shown in Figure 2 have been taked different laborsaving lever design forms.The working principle of controlling and driving mechanism can be consulted above-mentioned principle part, refuses repetition of explanation.
Fig. 3 is the longitudinal cross-sectional view of the power take-off of the described variable compression ratio engine of Fig. 2, mainly comprises first kind eccentric clutch, transmission input shaft 34 and eccentric supporting sleeve 36 thereof, and engine flywheel 26 is fixedlyed connected with bent axle 10.The setting of described first kind eccentric clutch is installed on the engine flywheel 26, and critical piece comprises platen 28, friction plate 27, clutch plate hub 30, diaphragm spring 31, hydraulic piston 32, clutch housing 33.Transmission input shaft 34 is connected by the external splines of front portion and the internal spline of clutch plate hub 30.The internal gear 34a of transmission input shaft is provided with and external gear 35 is meshed.Eccentric supporting sleeve 36 is by two open eccentric supporting sleeve butt joints and fixedly obtains, make it possible to block transmission input shaft 34, its edge, exterior edge face will be installed positive stop block and fix with screw, and it is spacing to be used for that eccentric supporting sleeve 36 and transmission input shaft 34 are carried out axial thrust.For first kind eccentric clutch, time switching of compression ratio level can be worked as under the eccentric clutch coupled condition and carried out, and transmission input shaft 34 is along with bent axle 10 carries out eccentric rotary together.Transmission input shaft 34 design is longer, and purpose is to make the design of transmission input shaft 34 near the design of traditional transmission input shaft, is used to remove the gear noiose that the slight centrifugal rotation because of bent axle 10 may cause.Bent axle 10 prolongs, and makes hydraulic piston 32 complete 0 frictional force along with bent axle 10 rotates synchronously.Clutch machine oil is transmitted by eccentric supporting sleeve 36 and transmission input shaft 34, and wherein a plurality of radial direction oil, the oilhole at transmission input shaft 34 two ends are symmetrically distributed along axle journal.Because will slightly rock during the work of the axis of bent axle 10, so transmission input shaft 34 is connected with 10 on bent axle fully according to traditional bent axle principle.After first kind eccentric clutch, flywheel 26, clutch housing 33, first kind eccentric clutch and transmission input shaft 34 immediately 0 millimeter closely locked onto together, make eccentric supporting sleeve 36 along with transmission input shaft 34 eccentric rotary.In addition, hydraulic piston 32 can be provided with oil drain valve, be used for discharging clutch machine oil rapidly, and the clutch machine oil of discharging can lubricate eccentric clutch inner member, the wearing and tearing and the maintenance of reduction parts just; And flywheel 26 edges can be provided with small opening, the machine oil of inside can be thrown in the speed changer, make the lubricating oil circulation; Though and the friction plate 27 of the eccentric clutch buffering of can skidding, in the clutch plate hub 30 damping spring or yielding rubber can be set in case of necessity.
First kind eccentric clutch is complete reasonably technology, if not enough by the clutch speed of hydraulic control during design, can change by release bearing control, and this moment, eccentric supporting sleeve 36 was provided with the rolling capacity eccentric bearing, to reduce engine friction energy consumption and component wear.First kind eccentric clutch has a lot of technical advantages, and for example, power is not provided with when engaging and keeps hydraulic pressure, only feeds the clutch machine oil with pressure when separating; And eccentric supporting sleeve 36 can also be provided with actively, and the oil duct that separated oil can also be provided with by bent axle 10 provides, and hydraulic piston 32 can be provided with bigger, to reduce the clutch oil pressure; The length reason can not exemplify different design modification.
Fig. 4 is the operation acts schematic representation of the inside engaged gear group of the embodiment of the invention 1, and is the example demonstration with the inside engaged gear group of first kind eccentric clutch, and wherein the input gear of inside engaged gear group is the internal gear 34a on the transmission input shaft; When the inferior switching of engine compression ratio level, internal gear 34a should affect external gear 35 to rotate, and also will roll (this moment, internal gear revolved round the sun around external gear) along the surface of external gear 35; This rolls and does not remove to pull in addition external gear 35, and promptly the eccentric rotary of internal gear 34a does not change the rotary state of external gear 35.Flag F is the sensing of the side pressure that is subjected to of internal gear 34a among the figure; Side pressure F makes that the gap of stress surface is 0 millimeter always between eccentric supporting sleeve 36 and mounting hole, so side pressure F has guaranteed eccentric supporting sleeve 36 working stabilitys.
Fig. 5 is an engine compression ratio operation acts schematic representation of the present invention.When the inferior switching of compression ratio level, setting is with motor or hydraulic driving Control Shaft 16 and control gear 15 switching rotations thereof, drive bent axle deflection base body 11 by tooth sector 14 then and switch rotation, affect bent axle 10 to carry out eccentric rotary, changed the spatial position and the engine compression ratio of the axis of bent axle 10.
Fig. 6 is the axial cross section schematic representation of bent axle distribution device of the present invention, wherein timing internal gear 37 and bent axle 10 with fixed form be connected, timing internal gear 37 and timing external gear 38 be provided with interior mesh form be connected, timing external gear 38 passes to timing sprocket 40 by the bearing 41 of timing gear axle 39 and timing gear axle with valve actuation power.Bent axle distribution device shown in Figure 6 only is the technical description of principle, can change according to the motor different model during specific design, and the change with the compensation velocity ratio of secondary timing external gear or sprocket wheel for example can be set.
Embodiment 2
Fig. 8 is the radial cross section view that is used for embodiment 2 the second class continuous variable compression ratio engine, is easy to describe, and the part radial cross section of the second shown class continuous variable compression ratio engine staggers.The space of the bent axle deflection base body 11 of the second class continuous variable compression ratio engine is supported and is all born by its cylindrical curved end, and crankshaft bearing cap 13 can not be provided with the cylindrical curved end; Because bent axle deflection base body 11 is very abundant, therefore only is provided with single face and connects; Because bent axle deflection base body 11 is subjected to power upwards and little, therefore cancelled slightly complicated control piston linkage mechanism.Brake press plate is regulated by spring pad 19a and adjusting screw 22, makes bent axle deflection base body can lock to such an extent that live and change movingly.The second class continuous variable compression ratio engine is a first kind continuous variable compression ratio engine version, and other settings and the working principle and the first kind is identical.
Fig. 9 is the longitudinal cross-sectional view of power take-off of embodiment 2 variable compression ratio engine, comprises the second class eccentric clutch and transmission input shaft 34.The second class eccentric clutch is the version of first kind eccentric clutch, specifically with the transmission input shaft of first kind eccentric clutch and on the output gear 29 of the eccentric supporting sleeve design boil down to second class eccentric clutch, and output gear 29 is provided the support of space orientation and side pressure by the bent axle prolongation.Because output gear 29 setting is an external gear, so time switching of the compression ratio level of motor carries out will work as eccentric clutch separation state the time, and transmission input shaft 34 is along with bent axle 10 carries out eccentric rotary.For the second class eccentric clutch, clutch machine oil is provided by bent axle 10 special oil ducts, and the oil duct aperture of clutch machine oil and diaphragm spring 31 modulus can be provided with greatlyyer, and hydraulic piston 32 can be provided with oil drain valve, is used for discharging clutch machine oil rapidly.The second class eccentric clutch also has other class versions, will notice during design that bent axle 10 will provide power to support by its fitting seat, to reduce the wearing and tearing of inside engaged gear group.The eccentric supporting sleeve 36 of 2 liang of class power take-off of above-described embodiment 1 and embodiment and the throw of eccentric of inside engaged gear group are all identical with the throw of eccentric of bent axle deflection base body 11.Other settings of the embodiment 2 and embodiment's 1 is basic identical, refuses repetition of explanation.
Embodiment 3
Embodiment 3 variable compression ratio engine and embodiment's 1 is identical, and different is that the eccentric clutch of having replaced embodiment's 1 power take-off part with fluid torque converter is set.Figure 10 is embodiment 3 fluid torque converter and an active eccentric supporting sleeve combination schematic representation, and shown active eccentric supporting sleeve 36a is provided with and is positioned on the transmission input shaft 34.When engine compression ratio switched, bent axle 10, fluid torque converter 42, transmission input shaft 34, active eccentric supporting sleeve 36a carried out eccentric rotary simultaneously.The present invention requires eccentric supporting sleeve can change movingly, therefore to the fluid torque converter 40 of flexible force coupling, and the active eccentric supporting sleeve 36a of operated by rotary motion.Be hydraulically powered active eccentric supporting sleeve control schematic representation shown in Fig. 7 A, switching piston only provides the switching dynamics, is still limited by bent axle deflection base body 11 rotation angles.Therefore because active eccentric supporting sleeve 36a is subjected to the very high side pressure power that the internal gear 34a on the transmission input shaft gives, the thrust of the control hydraulic pressure that is subjected to of active eccentric supporting sleeve 36a is not problem.Specific design can also be attempted the active eccentric supporting sleeve control type of second class shown in Fig. 7 B, and so design can make Control Shaft 16 walk around flywheel (the prolongation Control Shaft that has is promptly realized), controls active eccentric supporting sleeve 36a with bent axle 10 synchronous eccentric rotary.The control gear of the active eccentric supporting sleeve of two classes, Control Shaft gear mechanism outline complexity, it is excellent that the control piston connecting rod drives outline, is easy to be provided with and good stability.Because the ordinary skill person can know mechanics principle easily, the part parts shown in Fig. 7 A, the 7B are refused mark.Fluid torque converter is replaced the general arrangement of eccentric clutch energy simplification device, but fluid torque converter is unlike eccentric clutch advanced person.Embodiment's 3 other settings and embodiment 1 or embodiment's 2 is basic identical, refuses repetition of explanation.
Above-described embodiment's 1 device can allow present most motor have the variable compression ratio performance; Embodiment 2 device only is the version of embodiment 1 device.Embodiment 3 device can be used to be provided with the automatic transmission situation of fluid coupling mechanism.In order to allow design concept find full expression, it is different that the member that different accompanying drawing is arranged is made every effort to, and can consult mutually during client's specific design.The present invention is that the author has designed the optimal design of choosing behind the multiclass continuous variable compression ratio technique, is the design that advantages of simple meets the motor requirement again.The present invention tries hard to recommend embodiment 1 device, makes every effort to respect the conventional engines design philosophy during this device design, through the correction rationally repeatedly of time more than 3 years, has possessed good technology completeness.To the mechanism design of mechanical environment complexity, design simple more rationally more, traditional more more can realization installation.The present invention can realize the engine variable compression ratio certainly.
The motor that continuous variable compression ratio technique of the present invention can assemble comprises petrol engine, diesel engine, gas or replaces liquid fuel motor and hybrid power engine, comprise air gate type or pore formula, multi-cylinder or single-cylinder engine, and except motor in upright arrangement, that V-type can also attempt being generalized to other spread patterns.The multilevel automatic control system that possesses the intelligent decision ability of the present invention has designed and has obtained, and not only all to be better than present electronics assisted control system ECU, particularly cost extremely low for little and control accuracy of volume and speed of response.This intelligent control system can with available engine ECU Collaborative Control engine performance, also can be independently to 6 grades above variable system Automatic Control.Described intelligent control system is counterpart of the present invention (a kind of mechanical continuous variable valve lift mechanism, 200910206496.7) the sensor main body part of control system, can be generalized to whole electromechanics or hydraulically powered Automatic Control mechanism, for example variable compression ratio engine, variable valve actuator for air, full-automatic closure, regulate ignition advance angle automatically.The client obtains after the present invention, and artificer of the present invention is willing to mean the further realization service of client; And the client can obtain the whole data of this intelligent control system technology.
Welcome those skilled in the art or other those skilled in the art to consult the above-mentioned changeable compression ratio technique that provides, further bring into play and design, allow continuous variable compression ratio technique of the present invention obtain promoting.We are the continuable green environment effort for allowing the world save 1/3rd the energy and to go back the world jointly.

Claims (10)

1. a continuous variable compression ratio engine comprises bent axle, bent axle deflection base body, crankshaft bearing cap, flywheel, bent axle distribution device, controlling and driving mechanism and engine body, and
Engine body is provided with the fitting seat of described bent axle deflection base body in it;
Bent axle deflection base body, it has a fixed axis and an eccentric axis, and the throw of eccentric that two has setting between axis, and off-centre is provided with the crankshaft installed seat on the described bent axle deflection base body, be used for described bent axle being installed by described crankshaft bearing cap, and described bent axle deflection base body has cylindrical arc operative end surface, and is installed in its fitting seat that is arranged in the described engine body, wherein by its cylindrical arc operative end surface
The axis of the cylindrical arc operative end surface on the described bent axle deflection base body is the fixed axis of described bent axle deflection base body, and the axis of the axis of described bent axle and described crankshaft installed seat is the eccentric axis of described bent axle deflection base body, and
The radial cross section of described cylindrical arc operative end surface is a circular curve, and the center of circle of described circular curve is positioned on the fixed axis of described bent axle deflection base body;
Flywheel, be provided with and fixedly connected with described bent axle, and when engine compression ratio level time is switched and described bent axle carry out eccentric rotary around the fixed axis of described bent axle deflection base body together, and the axle center of described flywheel is provided with and is positioned on the eccentric axis of described bent axle deflection base body;
The bent axle distribution device is converted into the fixed axis of described bent axle deflection base body with the eccentric axis of described bent axle, and gives engine valve actuating mechanism with the transmission of power of motor;
Controlling and driving mechanism is provided with and keeps and change the spatial position of described bent axle deflection base body and the compression ratio of controlled change motor.
2. continuous variable compression ratio engine as claimed in claim 1 is characterized in that,
Described controlling and driving mechanism has lock function, and the lock function of described controlling and driving mechanism shows as,
When the compression ratio of motor remains unchanged, described controlling and driving mechanism is pressed onto described bent axle deflection base body in the fitting seat that is arranged at the described bent axle deflection base body on the engine body, is used for described bent axle deflection base body and described engine body are locked onto together.
3. continuous variable compression ratio engine as claimed in claim 1 is characterized in that,
The following fitting seat of the cylinder block that described engine body comprised, crankcase and bent axle deflection base body is an one;
One side of described bent axle deflection base body is provided with tooth sector;
Described controlling and driving mechanism is provided with Control Shaft, and described Control Shaft is provided with control gear, and the tooth sector of wherein said control gear and bent axle deflection base body is meshed, and
Described controlling and driving mechanism is provided with brake press plate, and described brake press plate have with described bent axle deflection base body on the end face that matches of cylindrical arc operative end surface, and an end setting of described brake press plate is connected with described engine body by coupling shaft, the other end of described brake press plate is provided with the controlling mechanism of brake press plate, and described brake press plate has lock function, the lock function of described brake press plate shows as
When the compression ratio of motor remained unchanged, the controlling mechanism that is provided with by described brake press plate pressed down described brake press plate, and described bent axle deflection base body and described engine body are locked onto together.
4. a continuous variable compression ratio engine comprises bent axle, bent axle deflection base body, crankshaft bearing cap, flywheel, bent axle distribution device, controlling and driving mechanism and engine body, and
Engine body is provided with the fitting seat of described bent axle deflection base body in it;
Bent axle deflection base body, it has a fixed axis and an eccentric axis, and the throw of eccentric that two has setting between axis, and off-centre is provided with the crankshaft installed seat on the described bent axle deflection base body, be used for described bent axle being installed by described crankshaft bearing cap, and on the described bent axle deflection base body and described crankshaft bearing cover and all be provided with cylindrical arc operative end surface, be used to install described bent axle deflection base body, wherein
The axis of the axis of the cylindrical arc operative end surface on the described bent axle deflection base body and the cylindrical arc operative end surface that described crankshaft bearing covers is the fixed axis of described bent axle deflection base body, the axis of the axis of described bent axle and described crankshaft installed seat is the eccentric axis of described bent axle deflection base body, and
The radial cross section of described cylindrical arc operative end surface is a circular curve, and the center of circle of described circular curve is positioned on the fixed axis of described bent axle deflection base body;
Flywheel, be provided with and fixedly connected with described bent axle, and when engine compression ratio level time is switched and described bent axle carry out eccentric rotary around the fixed axis of described bent axle deflection base body together, and the axle center of described flywheel is provided with and is positioned on the eccentric axis of described bent axle deflection base body;
The bent axle distribution device is converted into the fixed axis of described bent axle deflection base body with the eccentric axis of described bent axle, and gives engine valve actuating mechanism with the transmission of power of motor;
Controlling and driving mechanism is provided with and keeps and change the spatial position of described bent axle deflection base body and the compression ratio of controlled change motor.
5. continuous variable compression ratio engine as claimed in claim 4 is characterized in that,
Described controlling and driving mechanism has lock function, and the lock function of described controlling and driving mechanism shows as,
When the compression ratio of motor remains unchanged, described controlling and driving mechanism is pressed onto described bent axle deflection base body in the fitting seat that is arranged at the described bent axle deflection base body on the engine body, is used for described bent axle deflection base body and described engine body are locked onto together.
6. continuous variable compression ratio engine as claimed in claim 4 is characterized in that,
The following fitting seat of the cylinder block that described engine body comprised, crankcase and bent axle deflection base body is an one;
One side of described bent axle deflection base body is provided with tooth sector;
Described controlling and driving mechanism is provided with Control Shaft, and described Control Shaft is provided with control gear, and the tooth sector of wherein said control gear and bent axle deflection base body is meshed, and
Described controlling and driving mechanism is provided with brake press plate, and described brake press plate has the end face that the cylindrical arc operative end surface that covers with described crankshaft bearing matches, and an end setting of described brake press plate is connected with described engine body by coupling shaft, the other end of described brake press plate is provided with the controlling mechanism of brake press plate, and described brake press plate has lock function, the lock function of described brake press plate shows as
When the compression ratio of motor remained unchanged, the controlling mechanism that is provided with by described brake press plate pressed down described brake press plate, and described bent axle deflection base body and described engine body are locked onto together.
7. a continuous variable compression ratio engine comprises bent axle, bent axle deflection base body, crankshaft bearing cap, flywheel, controlling and driving mechanism and engine body, and
Engine body is provided with the fitting seat of described bent axle deflection base body in it;
Bent axle deflection base body, it has a fixed axis and an eccentric axis, and the throw of eccentric that two has setting between axis, and off-centre is provided with the crankshaft installed seat on the described bent axle deflection base body, be used for bent axle being installed by described crankshaft bearing cap, and described bent axle deflection base body has cylindrical arc operative end surface, and is installed in its fitting seat that is arranged in the described engine body, wherein by its cylindrical arc operative end surface
The axis of the cylindrical arc operative end surface on the described bent axle deflection base body is the fixed axis of described bent axle deflection base body, and the axis of the axis of described bent axle and described crankshaft installed seat is the eccentric axis of described bent axle deflection base body, and
The radial cross section of described cylindrical arc operative end surface is a circular curve, and the center of circle of described circular curve is positioned on the fixed axis of described bent axle deflection base body;
Flywheel, be provided with and described bent axle one or fixedly connected, and when engine compression ratio level time is switched and described bent axle carry out eccentric rotary around the fixed axis of described bent axle deflection base body together, and the axle center of described flywheel is provided with and is positioned on the eccentric axis of described bent axle deflection base body;
Controlling and driving mechanism is provided with and keeps and change the spatial position of described bent axle deflection base body and the compression ratio of controlled change motor, and described controlling and driving mechanism has lock function, and the lock function of described controlling and driving mechanism shows as,
When the compression ratio of motor remains unchanged, described controlling and driving mechanism is pressed onto described bent axle deflection base body in the fitting seat that is arranged at the described bent axle deflection base body on the engine body, is used for described bent axle deflection base body and described engine body are locked onto together.
8. a power take-off that is used for as each described continuous variable compression ratio engine of claim 1 to 7 comprises eccentric clutch, transmission input shaft, eccentric supporting sleeve, and
The eccentric clutch, setting is installed on the described flywheel, its rotation axis be provided with and the eccentric axis of described bent axle deflection base body coaxial, be used for when time switching of engine compression ratio level and fixed axis that described flywheel centers on described bent axle deflection base body together carries out eccentric rotary;
Transmission input shaft, its front end setting is connected with the eccentric clutch, its rear end is provided with and is used for interior meshed gears, and described transmission input shaft setting is installed in its fitting seat hole on the speed changer body by described eccentric supporting sleeve, and the eccentric axis of the axis setting of described transmission input shaft and described bent axle deflection base body is coaxial, is used for when engine compression ratio level time is switched and described flywheel carries out eccentric rotary around the fixed axis of described bent axle deflection base body together;
Eccentric supporting sleeve, its two eccentric axis settings are identical with bent axle deflection base body.
9. a power take-off that is used for as each described continuous variable compression ratio engine of claim 1 to 7 comprises eccentric clutch, transmission input shaft, and
The eccentric clutch, setting is installed on the described flywheel, its clutch end is provided with output gear, and the axis of the axis of described eccentric clutch and its output gear all is provided with the eccentric axis of described bent axle deflection base body coaxially, is used for when the engine compression ratio level time is switched and fixed axis that described flywheel centers on described bent axle deflection base body together carries out eccentric rotary;
Transmission input shaft, its input end is provided with the input gear, be used for meshing in the output gear with described eccentric clutch, and the axis of the axis of described transmission input shaft and input gear thereof all is provided with the fixed axis of described bent axle deflection base body coaxial.
10. a power take-off that is used for as each described continuous variable compression ratio engine of claim 1 to 7 comprises fluid coupling mechanism, transmission input shaft, eccentric supporting sleeve, and
Fluid coupling mechanism, setting is installed on the described flywheel, the eccentric axis of its rotation axis setting and described bent axle deflection base body is coaxial, be used for when engine compression ratio level time is switched and described flywheel carries out eccentric rotary around the fixed axis of described bent axle deflection base body together, wherein said fluid coupling mechanism is that fluid coupling, fluid torque converter are selected one in both;
Transmission input shaft, its front end setting is connected with described fluid coupling mechanism, its rear end is provided with and is used for interior meshed gears, and described transmission input shaft setting is installed in its fitting seat hole on the speed changer body by described eccentric supporting sleeve, and the eccentric axis of the axis setting of described transmission input shaft and described bent axle deflection base body is coaxial, is used for when engine compression ratio level time is switched and described flywheel carries out eccentric rotary around the fixed axis of described bent axle deflection base body together;
Eccentric supporting sleeve, its two eccentric axis settings are identical with bent axle deflection base body.
CN2011100095313A 2010-11-16 2011-01-06 Continuously variable compression ratio engine and power output device thereof Pending CN102155274A (en)

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Publication number Priority date Publication date Assignee Title
CN106704522A (en) * 2015-11-17 2017-05-24 熵零股份有限公司 Power unit
CN106704523A (en) * 2015-11-16 2017-05-24 熵零股份有限公司 Energy adjusting method
CN106801728A (en) * 2015-11-25 2017-06-06 熵零股份有限公司 A kind of energy adjustment system
CN106930844A (en) * 2017-04-13 2017-07-07 宁波星豪汽车维修有限公司 A kind of variable compression ratio device
CN107201967A (en) * 2017-08-02 2017-09-26 安徽江淮汽车集团股份有限公司 Piston of combustion chamber structure
CN107606083A (en) * 2017-09-22 2018-01-19 深圳市比思维科技有限公司 V belt translation tensioning apparatus
CN109812569A (en) * 2019-03-29 2019-05-28 广西玉柴机器股份有限公司 A kind of structure of rear gear chamber type matching automatic gear-box

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106704523A (en) * 2015-11-16 2017-05-24 熵零股份有限公司 Energy adjusting method
CN106704522A (en) * 2015-11-17 2017-05-24 熵零股份有限公司 Power unit
CN106801728A (en) * 2015-11-25 2017-06-06 熵零股份有限公司 A kind of energy adjustment system
CN106801729A (en) * 2015-11-25 2017-06-06 熵零股份有限公司 A kind of energy adjustment system
CN106930844A (en) * 2017-04-13 2017-07-07 宁波星豪汽车维修有限公司 A kind of variable compression ratio device
CN107201967A (en) * 2017-08-02 2017-09-26 安徽江淮汽车集团股份有限公司 Piston of combustion chamber structure
CN107201967B (en) * 2017-08-02 2019-05-21 安徽江淮汽车集团股份有限公司 Piston of combustion chamber structure
CN107606083A (en) * 2017-09-22 2018-01-19 深圳市比思维科技有限公司 V belt translation tensioning apparatus
CN109812569A (en) * 2019-03-29 2019-05-28 广西玉柴机器股份有限公司 A kind of structure of rear gear chamber type matching automatic gear-box
CN109812569B (en) * 2019-03-29 2024-03-08 广西玉柴机器股份有限公司 Structure of automatic gearbox matched with rear gear chamber model

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