CN105221274B - For the variable compression ratio of engine, variable compression ratio engine and automobile - Google Patents
For the variable compression ratio of engine, variable compression ratio engine and automobile Download PDFInfo
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- CN105221274B CN105221274B CN201410250918.1A CN201410250918A CN105221274B CN 105221274 B CN105221274 B CN 105221274B CN 201410250918 A CN201410250918 A CN 201410250918A CN 105221274 B CN105221274 B CN 105221274B
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- 238000007906 compression Methods 0.000 title claims abstract description 69
- 238000007789 sealing Methods 0.000 claims abstract description 36
- 230000002093 peripheral effect Effects 0.000 claims abstract description 6
- 238000002485 combustion reaction Methods 0.000 claims description 55
- 239000007921 spray Substances 0.000 claims description 19
- 230000000903 blocking effect Effects 0.000 claims description 3
- 239000000446 fuel Substances 0.000 description 19
- 239000007789 gas Substances 0.000 description 4
- 239000003595 mist Substances 0.000 description 4
- 238000002347 injection Methods 0.000 description 3
- 239000007924 injection Substances 0.000 description 3
- TVMXDCGIABBOFY-UHFFFAOYSA-N octane Chemical compound CCCCCCCC TVMXDCGIABBOFY-UHFFFAOYSA-N 0.000 description 3
- 230000005540 biological transmission Effects 0.000 description 2
- 230000007423 decrease Effects 0.000 description 2
- 238000005516 engineering process Methods 0.000 description 2
- 239000002912 waste gas Substances 0.000 description 2
- 238000006243 chemical reaction Methods 0.000 description 1
- 238000007599 discharging Methods 0.000 description 1
- 238000010892 electric spark Methods 0.000 description 1
- 230000007613 environmental effect Effects 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 239000000203 mixture Substances 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000000149 penetrating effect Effects 0.000 description 1
- 239000007787 solid Substances 0.000 description 1
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Abstract
It is a kind of for the variable compression ratio of engine, variable compression ratio engine and automobile, wherein variable compression ratio includes the through-hole in lid；In through-hole and the piston that can be axially moveable in through-hole, piston along it is axial include threaded portion and sealing, and be antitorque cooperation between sealing and the opposite circumferential surface of through-hole, threaded portion outer surface has external screw thread；The turning collar being sleeved on outside threaded portion, turning collar inner peripheral surface have the internal screw thread that cooperation is screwed with external screw thread, have several bar shaped teeth of circumferentially-spaced distribution in turning collar outer circumference surface；Positioned at turning collar axial sides and the limiting section that is connect with through-hole wall；The worm screw vertical with piston, worm screw is located in the lid and at least one end is located at outside lid, the helical tooth of worm screw and the bar shaped tooth engagement of turning collar.It is simple and convenient to operate using the structure of the variable compression ratio engine of this programme cylinder head, and pinking can be generated when avoiding high engine load by adjusting compression ratio.
Description
Technical Field
The invention relates to the field of automobile manufacturing, in particular to a variable compression ratio mechanism for an engine, a variable compression ratio engine and an automobile.
Background
In the existing automobile engine, the compression ratio is a very important concept in the engine, the compression ratio represents the degree of compression of gas in a cylinder, and is the ratio of the volume before gas compression to the volume after gas compression in the cylinder, namely the ratio of the total volume of the cylinder to the volume of a combustion chamber is called the compression ratio. Increasing the compression ratio can increase the cylinder pressure and combustion efficiency, but it is easy to cause engine knocking, i.e. the pressure in the cylinder exceeds a critical value, and the gasoline is ignited before ignition due to compression, which causes great damage to the engine. Therefore, at low load of the engine, it is desirable to improve the combustion efficiency by increasing the compression ratio, and at high load, it is desirable to reduce the compression ratio to prevent knocking and improve the combustion efficiency.
In modern engines, the total cylinder volume is substantially constant and cannot be changed during engine operation. Therefore, current variable compression ratio technology is usually realized by changing the volume of a combustion chamber of a cylinder and changing the top dead center position of a piston in the cylinder, for example, the volume of the combustion chamber of the cylinder can be changed by changing the top dead center position of the piston, and further, the compression ratio is changed. The prior art is adopted by an MCE-5 engine marked by that the crank throw of a connecting rod and a crankshaft is changed into a 4-connecting rod mechanism by changing the top dead center position of a piston, and a control mechanism is added. In addition, the Sabo SVC variable compression ratio technology realizes the top dead center position of the piston by changing the relative position of the cylinder cover and the cylinder block. However, the conventional variable compression ratio mechanism is complicated in structure and difficult to operate.
Disclosure of Invention
The invention solves the problems that the existing variable compression ratio mechanism has complex structure and difficult operation.
To solve the above problem, the present invention provides a variable compression ratio mechanism for an engine, the variable compression ratio mechanism including:
the through hole is positioned in the cylinder cover body and is used for communicating the combustion chamber of the cylinder;
the piston is positioned in the through hole and can reciprocate in the through hole along the axial direction, the piston comprises a thread part and a sealing part along the axial direction, the sealing part is positioned at the end part of the piston close to a combustion chamber of the cylinder and seals the through hole, the opposite peripheral surfaces of the sealing part and the through hole are in anti-torque fit so as to block the circumferential rotation of the piston, and the outer surface of the thread part is provided with external threads;
the rotating ring is sleeved outside the threaded part, the inner circumferential surface of the rotating ring is provided with internal threads which are in screwed fit with the external threads, and the outer circumferential surface of the rotating ring is provided with a plurality of strip-shaped teeth which are circumferentially distributed at intervals;
the limiting parts are positioned on two axial sides of the rotating ring and connected with the inner wall of the through hole, and are used for blocking the rotating ring from moving along the axial direction;
and the worm is vertical to the piston, the worm is positioned in the cover body, at least one end of the worm is positioned outside the cover body, and spiral teeth of the worm are meshed with the strip-shaped teeth of the rotating ring.
Optionally, a control motor is connected to an end of the worm outside the cover body, the control motor controls the worm to rotate around the central axis so as to enable the rotating ring to rotate circumferentially, and the anti-torsion fit between the sealing portion and the through hole enables the piston to move axially relative to the rotating ring.
Optionally, the through hole is divided into a top opening portion and an intermediate portion in the axial direction, the intermediate portion being closer to the cylinder combustion chamber than the top opening portion;
a stop ring is arranged on the inner wall of the through hole of the top opening part;
the rotating ring is positioned between the stop ring and the bottom surface of the top opening part, and the stop ring and the bottom surface of the top opening part are used as limiting parts of two axial side surfaces of the rotating ring.
Optionally, an accommodating groove is formed in the inner wall of the through hole, the rotating ring is located in the accommodating groove, and the accommodating groove and the side wall of the rotating ring, which is opposite to the two axial side surfaces, serve as a limiting portion.
Optionally, an oil seal is provided between the sealing portion and the facing circumferential surface of the through hole.
Optionally, the piston ring is sleeved on the sealing part, and the piston ring and the oil seal are mutually separated along the axial direction of the piston.
Optionally, the piston ring is connected with the outer surface of the piston, or the piston ring is connected with the inner wall of the through hole,
optionally, an anti-friction ring is sleeved on the outer surface of the sealing part, and the anti-friction ring, the piston ring and the oil seal are mutually separated along the axial direction of the piston.
Optionally, the engine has a plurality of cylinders, one piston is provided for each cylinder, and the worm drives all the pistons to move synchronously.
Optionally, the anti-torque fit between the seal and the through hole is: the sealing part is an elliptic cylinder, and the inner wall of the through hole circumferentially opposite to the sealing part is an elliptic cylinder.
Optionally, the control motor is a stepping motor, and the worm is connected with a rotor of the stepping motor.
The invention also provides a variable compression ratio engine comprising a cylinder head as defined in any one of the preceding claims, the cylinder head being connected to a cylinder block opening.
Optionally, the fuel injection device further comprises a spark plug and an oil injection nozzle;
a piston cavity is formed in the piston, and the piston cavity axially penetrates through the piston;
the piston cavity is divided into a first cavity and a second cavity which are radially separated from each other at a sealing position, the oil spray nozzle is positioned in the first cavity, one oil spray end of the oil spray nozzle points to the combustion chamber of the cylinder and is connected with the inner wall of the first cavity, the spark plug is positioned in the second cavity, and one discharge end of the spark plug points to the combustion chamber of the cylinder and is connected with the inner wall of the second cavity; or,
the spark plug is positioned in the piston cavity, and the discharge end of the spark plug points to the combustion chamber of the cylinder and is connected with the inner wall of the piston cavity; or,
the oil spray nozzle is positioned in the piston cavity, and one oil spray end of the oil spray nozzle points to the cylinder combustion chamber and is connected with the inner wall of the piston cavity.
Optionally, the spark plug is in threaded connection with the inner wall of the second chamber and the inner wall of the through hole;
and the oil nozzle is in threaded connection with the inner wall of the first chamber and the inner wall of the through hole.
The invention also provides a vehicle comprising a variable compression ratio engine as described in any one of the above.
Compared with the prior art, the technical scheme of the invention has the following advantages:
the worm and the rotating ring are in worm transmission, the rotating ring can be driven to rotate when the worm rotates, the axial movement of the rotating ring is limited, and the piston cannot circumferentially rotate due to the fact that the piston sealing portion is in torsional fit with the through hole, and therefore the piston is forced to axially move relative to the rotating ring through threaded fit between the piston threaded portion and the rotating ring, the volume of a combustion chamber of the air cylinder is adjusted, and the purpose of adjusting the compression ratio and the pressure of the air cylinder is achieved. The variable compression ratio engine of the technical scheme has the advantages of simple structure and convenience in operation, and avoids knocking generated by high load of the engine by adjusting the compression ratio.
Drawings
FIG. 1 is a schematic cross-sectional view of a cylinder head according to an embodiment of the present invention;
FIG. 2 is a perspective view of a piston and worm of an exemplary embodiment of the present invention;
fig. 3 is a perspective cross-sectional view of a piston integrated with a spark plug and an oil jet according to an embodiment of the present invention.
Detailed Description
In order to make the aforementioned objects, features and advantages of the present invention comprehensible, embodiments accompanied with figures are described in detail below.
The engine is a complete set of power output equipment, and the existing engine comprises a cylinder, wherein the cylinder comprises a cylinder cover and a cylinder body, and the part of the cylinder body, which is close to the cylinder cover, is a cylinder combustion chamber. The engine operation mainly includes a four-stroke cycle in which a piston in a cylinder moves toward a cylinder head to a top dead center of the piston and compresses a mixture of air and fuel in a combustion chamber of the cylinder while a spark plug discharges to ignite the fuel.
The present embodiment proposes, on the basis of the cylinder head, a variable compression ratio mechanism with which the compression ratio of the cylinder combustion chamber and the cylinder pressure can be adjusted to improve fuel economy in the cylinder combustion chamber.
Referring to fig. 1 and 2, the variable compression ratio mechanism includes:
a through hole 2 in the cylinder head cover 1 for communicating with the cylinder combustion chamber 10;
the piston 3 is positioned in the through hole 2 and can reciprocate in the through hole 2 along the axial direction, the piston 3 is columnar, the piston 3 is divided into a thread part 31 and a sealing part 32 along the axial direction, wherein the sealing part 32 is positioned at the end part of the piston 3 close to the combustion chamber 10 of the cylinder and seals the through hole 2, the sealing part 32 and the opposite peripheral surfaces of the through hole 2 are in anti-torsion fit to block the circumferential rotation of the piston 3, and the outer surface of the thread part 31 is provided with an external thread 310;
the rotating ring 5 is sleeved outside the threaded part 31, the inner circumferential surface of the rotating ring 5 is provided with an internal thread 51 which can be screwed with the external thread 310 of the threaded part 31, and the outer circumferential surface of the rotating ring 5 is provided with a plurality of strip-shaped teeth 52 distributed along the circumferential direction;
limiting parts (not numbered in the figure) which are positioned at two axial sides of the rotating ring 5 and are connected with the inner wall of the through hole 2 are used for blocking the rotating ring 5 from moving along the axial direction;
and the worm 6 is vertical to the piston 3, the worm 6 is positioned in the cover body 1, at least one end of the worm 6 is positioned outside the cover body 1, and the spiral teeth 61 of the worm 6 are meshed with the strip-shaped teeth 52 of the rotating ring 5 to realize worm transmission. In this embodiment, a control motor (not shown) 6 is connected to an end of the worm 6 located outside the cover 1, and the control motor provides a drive for the worm 6 to rotate around its central axis to drive the rotating ring 5 to rotate circumferentially.
It should be noted that, referring to fig. 2, generally, an engine has a plurality of cylinders, and then a piston 3 is provided corresponding to each cylinder, and a plurality of cylinders are provided with a plurality of pistons 3, so that a set of helical teeth 61 is provided on the worm 6 corresponding to each piston 3, and one worm 6 can drive all the pistons 3 to rotate synchronously.
The engine using the variable compression ratio mechanism of the present embodiment is a variable compression ratio engine in which a cylinder head is connected to a cylinder block opening. The working principle of the variable compression engine of the embodiment is as follows:
when the control motor drives the worm 6 to rotate clockwise, the rotating ring 5 rotates around its central axis by means of the cooperation between the helical teeth 61 and the bar teeth 52. Because the sealing part 32 of the piston 3 is in anti-torsion fit with the through hole 2, the piston 3 cannot rotate along with the rotating ring 5 in the circumferential direction when the rotating ring 5 rotates in the circumferential direction, and because the axial movement of the rotating ring 5 is blocked by the limiting part, the rotating ring 5 applies torque to the piston 3 through the thread fit between the internal thread 51 and the external thread 310 of the thread part in the rotating process, the torque overcomes the torque between the sealing part 32 and the circumferential surface of the through hole 2 in the opposite direction, and the piston 3 is forced to move in the first direction in the axial direction relative to the rotating ring 5;
when the control motor drives the worm 6 to rotate anticlockwise, the worm 6 drives the rotating ring 5 to rotate around the central axis thereof in a second rotating direction, which is opposite to the first rotating direction, and simultaneously the rotating ring 5 drives the piston 3 to rotate in an axial second direction, which is opposite to the first direction. The adjustment of the first and second direction of rotation, and further the adjustment of the first and second direction, may be achieved by adjusting the direction of rotation of the worm 6, for example the first direction being axially upwards and the second direction being axially downwards.
In this way, the volume of the cylinder combustion chamber can be adjusted by controlling the piston to move in the axial direction, and the compression ratio and the cylinder combustion chamber pressure can be further changed. For example, when the piston moves axially upward, the volume of the cylinder combustion chamber increases, the compression ratio and the cylinder combustion chamber pressure decrease; as the piston moves axially downward, the volume of the cylinder combustion chamber decreases, and the compression ratio and cylinder combustion chamber pressure increase.
When the engine works, if the engine is under high load, the compression ratio of the combustion chamber of the cylinder is very high, and the pressure is large, at the moment, the piston is controlled to move upwards along the axial direction so as to properly reduce the compression ratio and the pressure of the combustion chamber of the cylinder, so that knocking is prevented; if the engine is in low load, the compression ratio of the combustion chamber of the cylinder is lower, the pressure is lower, the fuel combustion efficiency is improved by controlling the piston to move downwards along the axial direction so as to properly increase the compression ratio and the pressure of the combustion chamber of the cylinder, and the air inflow of the cylinder is reduced at the moment, so that the discharge capacity of combustion waste gas is reduced, and the waste gas emission is reduced.
In the specific application, the control motor is connected with an electronic control unit of an automobile, and the electronic control unit controls the rotation direction and speed of the control motor according to the obtained working state of the engine so as to realize timely adjustment of the compression ratio and the pressure of a combustion chamber of a cylinder.
Compared with the prior art, the variable compression ratio engine of the embodiment has simple structure and convenient operation.
In addition, the compression ratio and the pressure of the combustion chamber of the cylinder are adjusted timely, so that the cylinder is not sensitive to the type of oil. As is well known to those skilled in the art, the octane number of an oil is an indicator of the knock resistance of a fuel, the higher the octane number, the greater the knock resistance, and when the engine has a larger compression ratio and needs to avoid knocking, the existing engine generally uses an oil with a higher octane number. The variable compression ratio engine of the embodiment can realize timely adjustment of the compression ratio and the combustion pressure of the cylinder, and reduces the dependence of the cylinder on the type of oil products.
In the present embodiment, in order to achieve the anti-rotation fit of the sealing portion 32 with the circumferentially opposite through-hole portion, the sealing portion 32 is configured as an elliptic cylinder, and the inner wall of the through-hole circumferentially opposite to the sealing portion 32 is regarded as an elliptic cylinder with openings at both ends, and the opposite circumferential surfaces between the two are matched so that the piston 3 cannot rotate in the circumferential direction. In other embodiments, the sealing portion and the portion of the inner wall of the through hole circumferentially opposite thereto may also be designed in other shapes to achieve a torque-proof fit.
Referring to fig. 1 and 2, the bar-shaped teeth 52 of the rotary ring 5 can mesh with the helical teeth 61 of the worm 6 during relative rotation. The bar teeth 52 are curved and slightly inclined with respect to the central axis of the rotating ring 5. In other embodiments, the bar teeth may also be straight. The shape of the bar-shaped teeth of the rotating ring 5 is not limited as long as worm drive can be achieved.
In the specific embodiment, referring to fig. 1, the through-hole 2 is divided in the axial direction into a top opening portion 21, a bottom opening portion 23, and an intermediate portion 22 located between the top opening portion 21 and the bottom opening portion 23, and the bottom opening portion 23 communicates with the cylinder combustion chamber 10. Most or all of the sealing portion 32 is located in the bottom opening portion 23, the rotating ring 5 is located in the top opening portion 21, and the rotating ring 5 may or may not contact the through hole 2 in the circumferential direction. The inner diameter of the intermediate portion 22 is smaller than the inner diameter of the top opening portion 21, and correspondingly, a stopper ring 7 is provided on the inner wall of the through hole of the top opening portion 21, so that the rotating ring 5 is positioned between the stopper ring 7 and the bottom surface of the top opening portion 21, the stopper ring 7 and the bottom surface of the top opening portion 21 serve as stoppers for both axial side surfaces of the rotating ring 5, and both axial side surfaces of the rotating ring 5 abut against the side surfaces of the stopper ring 7 and the bottom surface of the top opening portion 21, respectively.
In other embodiments, an accommodating groove may be further disposed on an inner wall of the through hole, the rotating ring is disposed in the accommodating groove, and two side walls of the accommodating groove are respectively opposite to and in contact with two side surfaces of the rotating ring to serve as the limiting portion.
In addition, considering that the through hole has the danger of oil leakage, the surface of the sealing part can be in close contact with the inner wall of the through hole which is opposite to the radial direction, so that sealing is realized, and oil leakage is avoided. Referring to fig. 2, it may also be: an oil seal 8 is provided between the seal portion 32 and the facing peripheral surface of the through-hole 2, and the oil seal 8 is located on the bottom surface of the intermediate portion 22, which effectively prevents fuel leakage in the cylinder through the through-hole. In other embodiments, the position of the oil seal is not limited thereto, and the oil seal may be disposed between the through hole portion of the bottom opening portion and the seal portion.
In the specific embodiment, the cylinder head further includes a piston ring 9 fitted around the seal portion 32, the piston ring 9 and the oil seal 8 are spaced apart from each other in the piston axial direction, and the piston ring 9 is closer to the cylinder combustion chamber 10 than the oil seal 8. Specifically, a piston groove is provided on the outer surface of the piston 3 at the portion of the seal portion 32, and the piston ring 9 is fitted into the piston groove, so that the piston ring 9 is connected to the piston 3. In other embodiments, a piston ring may be provided in connection with the inner wall of the through hole. The piston ring 9 and the oil seal 8 jointly play a role in sealing, and oil leakage is effectively prevented.
In the present embodiment, an anti-friction ring 11 is fitted around the outer surface of the seal portion 32, and the anti-friction ring 11 is spaced from the piston ring 9 and the oil seal 8 in the piston axial direction. Referring to fig. 1, the anti-friction ring 11 separates the outer surface of the sealing portion 32 from the inner wall of the through hole facing in the circumferential direction, and prevents the piston 3 from being damaged by friction due to contact with the inner wall of the through hole 2 when moving in the axial direction.
In the specific embodiment, the control motor is a stepping motor, and a rotor of the stepping motor is connected with one end of the worm 6 outside the cover body 1.
As is known to those skilled in the art, an engine has an injector and a spark plug integrated in the cylinder head, the end of the injector injecting fuel being opposite the end of the spark plug discharging fuel, so that the spark plug discharges fuel igniting the fuel injected by the injector.
In this embodiment, a spark plug, an oil jet, may be integrated into the piston.
Referring to fig. 1, 3, the variable compression ratio engine further includes a spark plug 12 and an oil jet 14. A piston chamber 13 axially penetrating the piston 3 is formed in the piston 3;
the piston chamber 13 is divided into a first chamber and a second chamber (not numbered in the figure) which are radially separated from each other at a sealing position, the oil spray nozzle 14 is positioned in the first chamber, the oil spray end of the oil spray nozzle points to the cylinder combustion chamber 10 and is connected with the inner wall of the first chamber, and the spark plug 12 is positioned in the second chamber, the discharge end of the spark plug points to the cylinder combustion chamber 10 and is connected with the inner wall of the second chamber. The other end of the fuel injector 14, opposite to the end injecting fuel, is connected to a fuel rail (not shown) via a connecting pipe 15, the majority of the connecting pipe 15 being located outside the piston chamber 13, the fuel rail supplying fuel to the fuel injector 14 via the connecting pipe 15. In addition, the other end of the spark plug opposite to the discharge end is electrically connected with an ignition coil (not shown in the figure), and the ignition coil provides high voltage for the discharge of the spark plug.
Thus, the spark plug 12 and the oil nozzle 14 are relatively close and diametrically opposed to each other, when the oil spray nozzle 14 sprays the oil mist, the discharge end of the spark plug 12 is just close to the center of the oil mist, and the oil density in the mixed gas in the center of the oil mist is maximum and gradually thins towards the outside, the electric spark sprayed from the spark plug 12 can quickly ignite the oil in the center of the oil mist and the combustion quickly spreads to the outer layer, so that stratified combustion, also called lean combustion, is realized. The lean combustion has the greatest characteristics of high combustion efficiency, economy, environmental protection and capability of improving the power output of the engine. Because knocking is not easy to occur under the condition of lean combustion, a higher compression ratio can be adopted to improve the heat energy conversion efficiency, and in addition, the gasoline can be fully combusted in excessive air, so all energy of each drop of gasoline can be extracted under the support of the conditions.
Moreover, the spark plug and the oil nozzle are integrated into the piston, and the installation space can be saved.
In application, the length of the rod part of the oil spray nozzle connected with one end of oil spray can be lengthened to extend out of the piston cavity to be connected with the connecting pipe, and the appearance of the spark plug can be changed appropriately. In addition, in this embodiment, the nozzle hole of the fuel injector is preferably a single hole, and can be placed obliquely relative to the central axis of the piston 3, so that the concentration of gasoline at the center of the combustion chamber of the cylinder is the largest.
In addition to this, it is also possible to: only the spark plug is positioned in the piston cavity, and the discharge end of the spark plug points to the combustion chamber of the cylinder and is connected with the inner wall of the piston cavity; or
Only the oil nozzle is positioned in the piston cavity, and one oil injection end of the oil nozzle points to the combustion chamber of the cylinder and is connected with the inner wall of the piston cavity.
In this embodiment, the spark plug 12 is in threaded connection with the inner wall of the second chamber and the inner wall of the through hole 2, and the fuel injector 14 is also in threaded connection with the inner wall of the first chamber and the inner wall of the through hole 2.
In other embodiments, it may also be: the piston does not have a piston cavity and is of a solid structure, and the spark plug and the oil nozzle are respectively integrated into the cylinder cover body.
The invention also provides an automobile comprising the variable compression ratio engine of the above embodiment.
Although the present invention is disclosed above, the present invention is not limited thereto. Various changes and modifications may be effected therein by one skilled in the art without departing from the spirit and scope of the invention as defined in the appended claims.
Claims (13)
1. A variable compression ratio mechanism for an engine, characterized by comprising:
the through hole is positioned in the cylinder cover body and is used for communicating the combustion chamber of the cylinder;
the piston is positioned in the through hole and can reciprocate in the through hole along the axial direction, the piston comprises a thread part and a sealing part along the axial direction, the sealing part is positioned at the end part of the piston close to a combustion chamber of the cylinder and seals the through hole, the opposite peripheral surfaces of the sealing part and the through hole are in anti-torque fit so as to block the circumferential rotation of the piston, and the outer surface of the thread part is provided with external threads;
the rotating ring is sleeved outside the threaded part, the inner circumferential surface of the rotating ring is provided with internal threads which are in screwed fit with the external threads, and the outer circumferential surface of the rotating ring is provided with a plurality of strip-shaped teeth which are circumferentially distributed at intervals;
the limiting parts are positioned on two axial sides of the rotating ring and connected with the inner wall of the through hole, and are used for blocking the rotating ring from moving along the axial direction;
the worm is perpendicular to the piston, the worm is positioned in the cover body, at least one end of the worm is positioned outside the cover body, and spiral teeth of the worm are meshed with strip-shaped teeth of the rotating ring;
one end of the worm, which is positioned outside the cover body, is connected with a control motor, the control motor controls the worm to rotate around a central axis so as to enable the rotating ring to rotate circumferentially, and the anti-torsion fit between the sealing part and the through hole enables the piston to move axially relative to the rotating ring;
the anti-torsion fit between the sealing portion and the through hole is as follows: the sealing part is an elliptic cylinder, and the inner wall of the through hole circumferentially opposite to the sealing part is an elliptic cylinder.
2. The variable compression ratio mechanism according to claim 1, wherein the through-hole is divided into a top opening portion and an intermediate portion in the axial direction, the intermediate portion being closer to the cylinder combustion chamber than the top opening portion;
a stop ring is arranged on the inner wall of the through hole of the top opening part;
the rotating ring is positioned between the stop ring and the bottom surface of the top opening part, and the stop ring and the bottom surface of the top opening part are used as limiting parts of two axial side surfaces of the rotating ring.
3. The variable compression ratio mechanism according to claim 1, wherein a receiving groove is provided in an inner wall of the through hole, the rotating ring is positioned in the receiving groove, and a side wall of the receiving groove opposite to both axial side surfaces of the rotating ring serves as a stopper.
4. The variable compression ratio mechanism according to claim 1, wherein an oil seal is provided between the seal portion and the opposing peripheral surface of the through hole.
5. The variable compression ratio mechanism according to claim 4, further comprising a piston ring fitted around the seal portion, the piston ring and the oil seal being spaced from each other in the piston axial direction.
6. The variable compression ratio mechanism according to claim 5, wherein the piston ring is attached to an outer surface of the piston or the piston ring is attached to an inner wall of the through-hole.
7. The variable compression ratio mechanism according to claim 6, wherein an anti-friction ring is fitted over an outer surface of the seal portion, the anti-friction ring being spaced from the piston ring and the oil seal in the piston axial direction.
8. A variable compression ratio mechanism according to claim 1 wherein the engine has a plurality of cylinders, one piston for each cylinder, and the worm moves all the pistons in synchronism.
9. A variable compression ratio mechanism according to claim 1 wherein the control motor is a stepper motor and the worm is connected to the rotor of the stepper motor.
10. A variable compression ratio engine characterized by comprising the variable compression ratio mechanism according to any one of claims 1 to 9.
11. The variable compression ratio engine according to claim 10, further comprising a spark plug and an oil jet;
a piston cavity is formed in the piston, and the piston cavity axially penetrates through the piston;
the piston cavity is divided into a first cavity and a second cavity which are radially separated from each other at a sealing position, the oil spray nozzle is positioned in the first cavity, one oil spray end of the oil spray nozzle points to the combustion chamber of the cylinder and is connected with the inner wall of the first cavity, the spark plug is positioned in the second cavity, and one discharge end of the spark plug points to the combustion chamber of the cylinder and is connected with the inner wall of the second cavity; or,
the spark plug is positioned in the piston cavity, and the discharge end of the spark plug points to the combustion chamber of the cylinder and is connected with the inner wall of the piston cavity; or,
the oil spray nozzle is positioned in the piston cavity, and one oil spray end of the oil spray nozzle points to the cylinder combustion chamber and is connected with the inner wall of the piston cavity.
12. The variable compression ratio engine according to claim 11, wherein the spark plug is screw-coupled to the inner wall of the second chamber and the inner wall of the through hole;
and the oil nozzle is in threaded connection with the inner wall of the first chamber and the inner wall of the through hole.
13. An automobile comprising a variable compression ratio engine according to any one of claims 10 to 12.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201410250918.1A CN105221274B (en) | 2014-06-06 | 2014-06-06 | For the variable compression ratio of engine, variable compression ratio engine and automobile |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201410250918.1A CN105221274B (en) | 2014-06-06 | 2014-06-06 | For the variable compression ratio of engine, variable compression ratio engine and automobile |
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| CN105221274A CN105221274A (en) | 2016-01-06 |
| CN105221274B true CN105221274B (en) | 2019-02-15 |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN106640400A (en) * | 2015-11-03 | 2017-05-10 | 上海汽车集团股份有限公司 | Cylinder cover, engine, control method of engine, control unit and automobile |
| CN107313856B (en) * | 2016-04-27 | 2019-09-10 | 上海汽车集团股份有限公司 | Cylinder head, engine and its control method, control module and automobile |
| FR3060654A1 (en) * | 2016-12-15 | 2018-06-22 | Valeo Systemes Thermiques | VOLUMETRIC RATIO VARIATION DEVICE AND CORRESPONDING AIR INTAKE MODULE |
| CN108590865B (en) * | 2018-04-26 | 2020-05-08 | 福州大学 | Variable volume diesel engine and working method thereof |
| CN111379621B (en) * | 2018-12-29 | 2022-07-19 | 上海汽车集团股份有限公司 | Variable compression ratio engine and automobile |
| CN114856838B (en) * | 2022-04-02 | 2023-03-17 | 辽宁工程技术大学 | Variable compression ratio mechanism for automatic control adjustment gasoline engine |
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| FR2668201A1 (en) * | 1990-10-19 | 1992-04-24 | Rabhi Vianney | Device serving to vary the volumetric ratio of piston engines while they are operating |
| JP2876682B2 (en) * | 1990-02-17 | 1999-03-31 | いすゞ自動車株式会社 | Variable compression ratio subchamber engine |
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| WO1991014860A1 (en) * | 1990-03-23 | 1991-10-03 | Ahmed Syed | Controlled variable compression ratio internal combustion engine |
| US6260520B1 (en) * | 1998-11-16 | 2001-07-17 | Ford Global Technologies | Homogeneous charge compression ignition internal combustion engine |
| CN102425500A (en) * | 2011-11-01 | 2012-04-25 | 李文元 | Engine with a variable compression rate |
| CN203098061U (en) * | 2013-01-31 | 2013-07-31 | 浙江吉利汽车研究院有限公司杭州分公司 | Air cylinder structure of automobile engine |
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Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2876682B2 (en) * | 1990-02-17 | 1999-03-31 | いすゞ自動車株式会社 | Variable compression ratio subchamber engine |
| FR2668201A1 (en) * | 1990-10-19 | 1992-04-24 | Rabhi Vianney | Device serving to vary the volumetric ratio of piston engines while they are operating |
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| CN105221274A (en) | 2016-01-06 |
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