CN106870052B - Variable compression ratio mechanism of engine and valve system matched with variable compression ratio mechanism - Google Patents
Variable compression ratio mechanism of engine and valve system matched with variable compression ratio mechanism Download PDFInfo
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- CN106870052B CN106870052B CN201710252920.6A CN201710252920A CN106870052B CN 106870052 B CN106870052 B CN 106870052B CN 201710252920 A CN201710252920 A CN 201710252920A CN 106870052 B CN106870052 B CN 106870052B
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- compression ratio
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- 230000006835 compression Effects 0.000 title claims abstract description 54
- 238000007906 compression Methods 0.000 title claims abstract description 54
- 230000007246 mechanism Effects 0.000 title claims abstract description 33
- 238000009826 distribution Methods 0.000 claims abstract description 11
- 238000007789 sealing Methods 0.000 claims description 63
- 238000002485 combustion reaction Methods 0.000 claims description 59
- 238000001816 cooling Methods 0.000 claims description 47
- 239000003921 oil Substances 0.000 claims description 42
- 239000000110 cooling liquid Substances 0.000 claims description 21
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 claims description 20
- 239000010687 lubricating oil Substances 0.000 claims description 15
- 239000007788 liquid Substances 0.000 claims description 6
- 238000002955 isolation Methods 0.000 claims description 3
- 210000001503 joint Anatomy 0.000 claims description 3
- 230000001050 lubricating effect Effects 0.000 claims description 2
- 238000005516 engineering process Methods 0.000 abstract description 6
- 239000000446 fuel Substances 0.000 abstract description 5
- 230000008859 change Effects 0.000 description 4
- 239000007789 gas Substances 0.000 description 4
- 238000005461 lubrication Methods 0.000 description 3
- 230000009471 action Effects 0.000 description 2
- 230000008901 benefit Effects 0.000 description 2
- 238000006073 displacement reaction Methods 0.000 description 2
- 230000033001 locomotion Effects 0.000 description 2
- TVMXDCGIABBOFY-UHFFFAOYSA-N octane Chemical compound CCCCCCCC TVMXDCGIABBOFY-UHFFFAOYSA-N 0.000 description 2
- 230000009467 reduction Effects 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 238000004880 explosion Methods 0.000 description 1
- 239000002360 explosive Substances 0.000 description 1
- 230000017525 heat dissipation Effects 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 230000013011 mating Effects 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 238000012545 processing Methods 0.000 description 1
- 239000002912 waste gas Substances 0.000 description 1
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L7/00—Rotary or oscillatory slide valve-gear or valve arrangements
- F01L7/02—Rotary or oscillatory slide valve-gear or valve arrangements with cylindrical, sleeve, or part-annularly shaped valves
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
- F01L13/08—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for decompression, e.g. during starting; for changing compression ratio
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L7/00—Rotary or oscillatory slide valve-gear or valve arrangements
- F01L7/18—Component parts, details, or accessories not provided for in preceding subgroups of this group
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P3/00—Liquid cooling
- F01P3/12—Arrangements for cooling other engine or machine parts
- F01P3/14—Arrangements for cooling other engine or machine parts for cooling intake or exhaust valves
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
- F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
- F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D15/00—Varying compression ratio
- F02D15/04—Varying compression ratio by alteration of volume of compression space without changing piston stroke
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2700/00—Mechanical control of speed or power of a single cylinder piston engine
- F02D2700/03—Controlling by changing the compression ratio
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Abstract
The invention discloses a variable compression ratio mechanism of an engine and a gas distribution system matched with the variable compression ratio mechanism, wherein an inner cavity is arranged at the center of the top of a cylinder cover and is used as a cylinder body of a hydraulic cylinder; the bottom of the annular piston body is provided with a spark plug mounting head which is fixedly connected with the spark plug. The compression ratio of the invention can be adjusted steplessly; the engine adopting the technology is suitable for multi-element fuel driving; the emission is reduced; the running stability is improved; the torque is improved; the implementation is simple and easy; the implementation cost is low.
Description
Technical Field
The invention belongs to the technical field of variable compression ratio of an engine, and particularly relates to a mechanism which is simplified in structure and has a valve cooling function and enables the compression ratio of the engine to be variable according to working conditions, and a gas distribution system matched with the mechanism.
Background
The compression ratio of current automotive engines is generally fixed and invariable. The variable compression ratio gasoline engine can accept a variety of fuels, but the higher the octane number, the better the fuel is for the engine, because the higher the octane number, the less likely the knock will trigger, so the engine can operate at a higher compression ratio, thereby achieving higher thermal efficiency and lower fuel consumption.
Because the variable compression ratio technology is adopted, the efficiency of the supercharging system is higher, the problems of knocking and the like caused by the excessive pressure do not need to be worried, and therefore, the engine can use the small-displacement turbocharging to squeeze more performance and achieve the large-displacement performance (the trend exists in a plurality of factories at present, and the thermal efficiency of the variable compression ratio technology is higher and the oil is saved).
At present, except that VC-T (Variable Compression Turbocharged) engine is used on QX50 of the brand new generation of Infeinidi, which is put forward by Nissan automobile company, no other automobile manufacturer adopts variable compression ratio engine.
In fact, if the engine is to be changed to a variable compression ratio, the previous solutions do not bypass the cylinder head, cylinder, piston, crankshaft connecting rod, etc.
At the end of the 80 s of the 20 th century, the swedish sabot motor company studied and developed a third generation variable compression ratio engine Variable Compression (SVC). The upper part of the engine is controlled by an eccentric cam shaft to generate relative motion with a lower crankcase. When the compression ratio needs to be changed, the eccentric cam shaft rotates, the control connecting rod connected with the eccentric cam shaft can control the upper part of the SVC engine to rotate around the supporting shaft on the crank case, the maximum rotation angle of the SVC engine is 4 degrees, and the volume of the combustion chamber can be changed through the rotation of the upper part of the engine, so that the compression ratio is changed.
However, the SVC engine has the advantage and disadvantage that the engine is divided into upper and lower parts, and the upper cylinder needs a cooling system, so that the cooling system becomes complex, and the durability of the whole set of mechanism needs to be verified, and the salbo is closed down before the problems are not solved.
In 2005, the idea of the variable compression ratio engine patent applied by Toyota automobile company is similar to that of Sabo, the hand and foot are driven on the cylinder body, the cylinder body and the crankcase form the variable compression ratio through the relative movement of the axial direction, but the explosive force generated by the engine can greatly influence the control of the eccentric shaft, and meanwhile, the mechanism is relatively complex, so that Toyota stays in the research stage only.
Of course, the method of achieving variable compression ratio is not just a moving cylinder, but some manufacturers want to move hands and feet on the cylinder head. Such as korean modern cars. Modern automobiles achieve variable compression ratios by providing a secondary piston in the cylinder head, and varying the combustion chamber volume by varying the position of the piston. The idea of using a secondary piston or valve on the valve cover to change the combustion chamber volume and thus the compression ratio was studied earlier by the Lund technology institute in ford and sweden and was implemented on two-valve engines. However, the scheme is easy to cause sealing problem, the auxiliary piston needs to be cooled in order to ensure that the auxiliary piston can work for a long time under the working condition of high temperature and high pressure, and the unreasonable arrangement change of the combustion chamber can lead to rapid increase of heat release loss, so that the thermal efficiency of the gasoline engine is reduced.
The above-mentioned various modes are all the purposes, namely, the compression ratio of the engine is variable, but the manufacturing difficulty of parts and components is increased to different degrees, and accordingly, the volume of the engine and the shape of a combustion chamber are greatly improved, and a plurality of problems of power, efficiency and the like are influenced.
Disclosure of Invention
The invention improves the compression ratio of the engine by changing the volume of the combustion chamber on the premise of changing the inlet and outlet modes and changing the shape mode of the combustion chamber by a small margin without affecting the reduction of the thermal efficiency.
The technical scheme is as follows: an engine variable compression ratio mechanism includes a slave piston, a slave piston cap, and a spark plug. A hole communicated with the combustion chamber is formed in the cylinder cover at the mounting position of the primary spark plug positioned at the top center of the combustion chamber and is used as a secondary piston cylinder body, and the secondary piston is arranged in the secondary piston cylinder body, so that the combustion chamber is still a complete closed space. A secondary piston cover is fixed on the top of the secondary piston cylinder body in a sealing way and is used for fixing a secondary piston. The bottom of the hollow structure cylinder body which is connected with the auxiliary piston cover and extends downwards is provided with a spark plug abdication hole; the auxiliary piston is sleeved on the outer side of the hollow structure cylinder body in a sealing way, and the inner surface of the auxiliary piston is in sealing contact with the outer surface of the hollow structure cylinder body; after the auxiliary piston cover is fixed, a cavity formed by the auxiliary piston cover and the upper end of the auxiliary piston is an upper oil cavity, a cavity formed by the lower end of the auxiliary piston and the top of the combustion chamber is a lower oil cavity, and the upper oil cavity and the lower oil cavity are respectively communicated with the oil inlet and outlet pipe; the bottom of the auxiliary piston is provided with a spark plug mounting hole, and the spark plug can be screwed and fixed and is penetrated into the top of the combustion chamber.
The auxiliary piston comprises an upper annular piston, a lower annular piston and a conical hollow cylinder provided with a spark plug, wherein the upper annular piston and the lower annular piston are respectively in sealing contact with the inner wall of the auxiliary piston cylinder body; an annular cavity formed between the upper annular piston and the lower annular piston is used as a cooling cavity, and a water inlet (or lubricating oil) and a water outlet (or lubricating oil) which are communicated with the cooling cavity are respectively arranged on the cylinder cover.
And a lubricating or cooling oil inlet and outlet passage is arranged on a sliding matching surface between the auxiliary piston and the cylinder cover.
A gas distribution system with a variable compression ratio mechanism comprises an inlet valve and an exhaust valve which are positioned at the top of a combustion chamber, wherein an inlet valve shaft and an exhaust valve shaft structure are respectively adopted; at least one protruded rotary valve with the outer diameter larger than the outer diameter of the valve shaft is arranged on the air inlet valve shaft and the air outlet valve shaft; one side of the rotary valve is provided with a yielding gap as an air flow channel, and the yielding gap occupies one quarter of the circumference of the rotary valve; the air inlet and the air outlet at the top of the combustion chamber are matched with the outline of the outer surface of the corresponding rotary valve and are in sealing contact with the outline of the outer surface of the corresponding rotary valve respectively; the order of the air inlet rotary valve and the air outlet rotary valve is respectively controlled by a driving mechanism; a hole communicated with the combustion chamber is formed in the cylinder cover at the mounting position of the primary spark plug positioned at the top center of the combustion chamber and is used as a secondary piston cylinder body, and a secondary piston is arranged in the secondary piston cylinder body, so that the combustion chamber is still a complete closed space; a secondary piston cover is fixed on the top of the secondary piston cylinder body in a sealing way and used for fixing a secondary piston; the bottom of the hollow structure cylinder body which is connected with the auxiliary piston cover and extends downwards is provided with a spark plug abdication hole; the auxiliary piston is sleeved on the outer side of the hollow structure cylinder body in a sealing way, and the inner surface of the auxiliary piston is in sealing contact with the outer surface of the hollow structure cylinder body; after the auxiliary piston cover is fixed, a cavity formed by the auxiliary piston cover and the upper end of the auxiliary piston is an upper oil cavity, a cavity formed by the lower end of the auxiliary piston and the top of the combustion chamber is a lower oil cavity, and the upper oil cavity and the lower oil cavity are respectively communicated with the oil inlet and outlet pipe; the bottom of the auxiliary piston is provided with a spark plug mounting hole, and the spark plug can be screwed and fixed and is penetrated into the top of the combustion chamber.
The auxiliary piston comprises an upper layer annular piston and a lower layer annular piston which are positioned at the upper end and the lower end of the auxiliary piston, and the upper layer annular piston and the lower layer annular piston are respectively in sealing contact with the inner wall of the auxiliary piston cylinder body; the auxiliary piston is tubular, and the inner wall of the auxiliary piston is in sealing contact with the surface of the outer wall of the auxiliary piston cover; an annular cavity formed between the upper annular piston and the lower annular piston is used as a cooling cavity, and a water inlet (or lubricating oil) and a water outlet (or lubricating oil) which are communicated with the cooling cavity are respectively arranged on the cylinder cover.
An axial cooling channel is arranged at the axial center of the valve shaft, radial channels are arranged at the two ends of the valve shaft in the axial cooling channel, a valve shaft seat communicated with a cooling liquid channel is arranged at the outer side of the radial channels in a sealing manner, an inner cavity and a liquid interface are arranged on the valve shaft seat communicated with the cooling liquid channel, and the inner cavity is in butt joint with the corresponding radial channels; and the valve shaft seat is driven by a water pump to enable cooling liquid to pass through the axial cooling channel and the valve shaft seat communicated with the cooling liquid channel to form a valve shaft cooling system.
And valve sealing sheets are respectively arranged at the contact areas of the two sides of the air inlet or the air outlet and the rotary valve, and sealing rings are respectively arranged at the two ends of the circumferential surface of the rotary valve shaft, so that the sealing rings and the valve sealing sheets at the two sides of the sealing rings form a sealing isolation layer.
A cylinder cooling cavity is arranged in the middle of the inner wall of the cylinder body, and a cylinder cooling system is formed by a driving mechanism.
The valve shaft cooling system or the cylinder cooling system is characterized in that a cooling loop is formed after cooling liquid is driven by a water pump to enter the cooling system.
A circumferential sealing ring is arranged between the valve shaft seat and the valve shaft surface, wherein the valve shaft seat is positioned on the outer side of the radial channel and communicated with the cooling liquid channel.
The valve shaft is arranged on a valve shaft bearing base integrated with the cylinder cover, the valve shaft is fixed by the valve shaft bearing upper cover through bolts, and the valve shaft rotates in the valve shaft bearing base.
The invention has the beneficial effects that: the invention improves the compression ratio of the engine by changing the volume of the combustion chamber on the premise of changing the air inlet and outlet modes and by changing the shape mode of the combustion chamber in a small extent without affecting the reduction of the thermal efficiency. The invention is simple and feasible, and the problems of part processing, sealing, cooling and the like are simple and feasible in terms of the prior art and materials, thus being an effective way for realizing variable compression ratio of the engine.
The air inlet and exhaust modes are changed from the traditional air valve mode to a rotary air valve, so that the purpose of variable compression ratio can be realized by saving space. The movable auxiliary piston is located at the top of the combustion chamber, a spark plug and a sealing ring are arranged in the small end of the auxiliary piston, and sealing rings are respectively arranged on the upper part and the lower part of the movable auxiliary piston. When high compression ratio is needed, lubricating oil is injected into the upper part of the movable auxiliary piston to form a cavity between the auxiliary piston sealing covers, the auxiliary piston descends under the action of oil pressure, and the small end of the piston penetrates into the combustion chamber, so that the volume of the combustion chamber is reduced, and the compression ratio is increased. Otherwise, when the low compression ratio is needed, the lower cavity is filled with lubricating oil to push the auxiliary piston to move upwards, the small end of the piston is retracted from the combustion chamber, the volume of the combustion chamber is increased, and the compression ratio is reduced. And lubricating oil (or cooling liquid) is introduced into the cavity between the upper end and the lower end of the auxiliary piston to cool the auxiliary piston so as to ensure heat dissipation of the auxiliary piston.
The technology and the device have little change to the shape of the combustion chamber, have almost negligible influence on power and efficiency, but can greatly change the compression ratio.
The advantages are that: 1. the compression ratio of the scheme can be adjusted in an electrodeless manner; 2. the engine adopting the technology is suitable for multi-element fuel driving; 3. the emission is reduced; 4. the running stability is improved; 5. the torque is improved; 6. the implementation is simple and easy; 7. the implementation cost is low.
Drawings
FIG. 1 is a schematic view of a variable compression ratio mechanism of the present invention;
FIG. 2 is a schematic view of the assembled state of FIG. 1;
FIG. 3 is a schematic view of the mounting structure of FIG. 1 at the top of the combustion chamber of the engine head;
FIG. 4 is a schematic cross-sectional view of the valve shaft of FIG. 3;
FIG. 5 is a schematic illustration of FIG. 1 at a top of a combustion chamber of an engine piston cylinder;
fig. 6 is a schematic side view of the piston body of fig. 2;
fig. 7 is a schematic perspective view of fig. 6.
In the figure, reference numeral 1 is a cylinder body, 2 is a piston, 3 is a variable compression ratio mechanism, 31 is an auxiliary piston cover, 32 is a hollow structure cylinder body, 321 is a central relief cavity, 322 is an annular sealing ring, 33 is an auxiliary piston, 331 is an annular sealing ring, 332 is a spark plug conical hollow cylinder, 34 is an upper annular piston, 341 is an annular sealing ring, 342 is an upper oil cavity, 343 is an upper oil cavity oil inlet, 35 is a lower annular piston, 351 is an annular sealing ring, 352 is a lower oil cavity, 353 is a lower oil cavity oil inlet, 36 is an annular cooling cavity, 37 is a lubrication channel, 38 is a spark plug relief hole, 4 is a connecting rod, 5 is a cylinder chamber, 6 is a combustion chamber, 7 is a valve shaft, 8 is a rotary valve, 91 is an air inlet, 92 is an air outlet, 10 is an air flow channel, 11 is an axial cooling channel, 12 is a cylinder body cooling cavity, 13 is a valve sealing piece I, 14 is a valve sealing piece II, 15 is a cylinder cover, 151 is an water inlet, 152 is a water outlet, 16 is a bolt, 17 is a spark plug, 171 is a plug thread section, 18 is a shaft seat, 19 is a shaft seat is a valve seat, 19 is a radial liquid inlet, 20 is a bearing seat, 25, a radial liquid inlet is a bearing, 25 is a bearing 25, a radial liquid inlet is a bearing, and a bearing is a radial bearing 25, a bearing is a bearing 25.
Description of the embodiments
Example 1: referring to fig. 1 and 2, a circular hole communicating with the combustion chamber is formed in the cylinder head at the position where the primary spark plug is installed at the top center of the combustion chamber as a secondary piston cylinder in which a secondary piston 33 is sealingly disposed. The circular hole is provided and the auxiliary piston 33 is arranged, so that the combustion chamber is still a complete closed space.
A slave piston cap 31 is sealingly secured to the top of the slave piston cylinder to secure a slave piston 33. Wherein, a hollow cylinder is designed to extend downwards at the center of the auxiliary piston cover 31, and a spark plug relief hole is arranged at the bottom of the hollow cylinder. The secondary piston 33 is also of a hollow structure, the hollow structure cylinder is sleeved on the inner surface of the secondary piston 33 in a sealing way, and the inner surface of the secondary piston 33 is in sealing contact with the outer surface of the hollow structure cylinder.
After the auxiliary piston cover 31 is fixed, a cavity formed with the upper end of the auxiliary piston 33 is an upper oil cavity, a cavity formed with the lower end of the auxiliary piston 33 and the top of the combustion chamber is a lower oil cavity, and the upper oil cavity and the lower oil cavity are respectively communicated with the oil inlet and outlet pipe.
A spark plug mounting hole is provided at the bottom of the secondary piston 33, and the spark plug is screwed into and fixed to extend deep into the top of the combustion chamber.
Example 2: on the basis of embodiment 1, the auxiliary piston 33 comprises an upper annular piston, a lower annular piston and a conical hollow cylinder provided with a spark plug, wherein the upper annular piston and the lower annular piston are respectively in sealing contact with the inner wall of the auxiliary piston cylinder, the conical hollow cylinder of the spark plug extends into the top of the combustion chamber, and the outer wall of the conical hollow cylinder of the spark plug is in sealing contact with the inner surface of a channel communicated with the combustion chamber.
In this embodiment, an annular cavity formed between the upper annular piston and the lower annular piston is used as a cooling chamber, and a water (or lubricating oil) inlet and a water (or lubricating oil) outlet, which are communicated with the cooling chamber, are respectively provided in the cylinder block upper cover.
Lubrication, cooling, oil inlet and outlet passages may also be provided on the sliding mating surface between the slave piston 33 and the cylinder block upper head. Such as lubrication channels 37.
Example 3: a valve train system with variable compression ratio mechanism is shown in figure 3, wherein the inlet valve and the outlet valve at the top of the combustion chamber are respectively provided with an inlet valve shaft and an outlet valve shaft. The combustion chamber is positioned at the upper part of the cylinder body 1, and the lower part of the cylinder body 1 is provided with a piston 2, a crankshaft, a connecting rod 4 and other components.
Specific structure of the valve shaft referring to fig. 4, four (number is not limited) protruding rotary valves having an outer diameter larger than that of the valve shaft are provided on the intake valve shaft and the exhaust valve shaft. One side of the rotary valve is provided with a relief notch as an air flow channel 10, and the relief notch occupies one quarter of the circumference of the rotary valve.
The intake port 91 and exhaust port 92 at the top of the combustion chamber are respectively contoured and in sealing contact with the corresponding rotary valve outer surfaces. For example, valve sealing pieces are respectively arranged at the contact areas of the two sides of the air inlet 91 or the air outlet 92 and the rotary valve, and sealing rings 18 are respectively arranged at the two ends of the circumferential surface of the rotary valve shaft, so that the sealing rings 18 and the valve sealing pieces at the two sides enclose a sealing isolation layer.
The order of the intake port 91 rotary valve 81 and the exhaust port rotary valve 82 is controlled by a driving mechanism (or timing chain) respectively, so that the intake port rotary valve 81 and the exhaust port rotary valve 82 are ventilated or closed in cycles. The driving mechanism may drive the driving gear (or worm) to rotate through a motor, and then drive the valve shaft timing gear to rotate, where the valve shaft timing gear is mounted on a corresponding valve shaft, for example.
The valve shaft is arranged on a valve shaft bearing base integrated with the cylinder cover, the valve shaft is fixed by the valve shaft bearing upper cover through bolts, and the valve shaft rotates in the valve shaft bearing base.
The air inlet valve shaft air inlet opening is communicated with the air inlet pipe, and air flow can enter the air cylinder in an unobstructed way, so that the first working stroke of the engine, namely air inlet (air suction), is completed. At this time, the piston is at the bottom dead center position, and the exhaust opening on the exhaust valve shaft is in a closed state.
The air inlet opening of the air inlet side valve shaft rotates 90 degrees, so that the air inlet channel is disconnected with the combustion chamber, a closed cavity is formed in the cylinder, and the inlet gas is compressed to complete the second stroke of engine operation, namely a compression stroke; at this time, the piston is at the top dead center position, and the exhaust opening on the exhaust valve shaft rotates 90 degrees and is still in a closed state.
The spark plug ignites the combustion chamber to compress the combustible mixed gas, the piston is pushed to do work and move down to the lower dead center, the air inlet shaft and the air outlet shaft continue to rotate 90 degrees at the same time, the air cylinder is still a closed space, and the third stroke-explosion (work) of the engine work is completed, and power is output.
When the piston moves upwards from the bottom dead center, the exhaust valve shaft rotates by 90 degrees, the exhaust opening is communicated with the exhaust pipe, and the waste gas is discharged out of the cylinder under the action of the upward thrust of the piston. At this time, the intake valve shaft is also rotated by 90 °. When the piston descends, the air inlet shaft and the air outlet shaft continue to rotate by 90 degrees at the same time, the air inlet shaft opening is communicated with the air inlet channel, and the air outlet shaft opening is closed so as to carry out the next air inlet (air suction) stroke.
The shaft type rotary valve can be driven by a timing chain (belt) transmission mode and a motor driving mode.
Referring to fig. 1 and 2, a hole communicating with the combustion chamber is formed in the cylinder head at the installation position of the primary spark plug at the top center of the combustion chamber as a secondary piston cylinder in which a secondary piston 33 is disposed. A slave piston cap 31 is sealingly secured to the top of the slave piston cylinder to secure the slave piston. The auxiliary piston is sleeved on the auxiliary piston cylinder body, so that the combustion chamber is still a complete closed space.
The bottom of the hollow structural cylinder 32 connected to the secondary piston cap 31 and extending downward is provided with a spark plug relief hole 38. The auxiliary piston is sleeved on the outer side of the hollow structure cylinder 32 in a sealing way, and the inner surface of the auxiliary piston is in sealing contact with the outer surface of the hollow structure cylinder. After the auxiliary piston cover 31 is fixed, a cavity formed by the auxiliary piston cover 31 and the upper end of the auxiliary piston is an upper oil cavity, a cavity formed by the lower end of the auxiliary piston and the top of the combustion chamber is a lower oil cavity, and the upper oil cavity and the lower oil cavity are respectively communicated with an oil inlet pipe and an oil outlet pipe; the bottom of the auxiliary piston is provided with a spark plug mounting hole, and the spark plug can be screwed and fixed and is penetrated into the top of the combustion chamber.
As can be seen from fig. 1, 6 and 7, the upper annular piston and the lower annular piston are positioned at the upper end and the lower end of the auxiliary piston, and are respectively in sealing contact with the inner wall of the cylinder barrel body; the auxiliary piston sleeve is tubular, and the inner wall of the auxiliary piston sleeve is in sealing contact with the outer wall surface of the auxiliary piston cover 31; an annular cavity formed between the upper annular piston and the lower annular piston is used as a cooling cavity, and a water inlet or lubricating oil port and a water outlet or lubricating oil port which are communicated with the cooling cavity are respectively arranged on the upper cover of the cylinder body.
Example 4: an air distribution system with a variable compression ratio mechanism is characterized in that an axial cooling channel 11 is arranged at the axial position of the valve shaft on the basis of the embodiment 3, radial channels 23 are arranged at the two ends of the axial cooling channel 11, valve shaft seats communicated with a cooling liquid channel are arranged on the outer sides of the radial channels 23 in a sealing mode, inner cavities and liquid interfaces are arranged on the valve shaft seats communicated with the cooling liquid channel, and the inner cavities of the valve shaft seats communicated with the cooling liquid channel are in butt joint with the corresponding radial channels 23. An inlet end 19 of the valve shaft seat communicated with the cooling liquid channel and an outlet end of the valve shaft seat communicated with the cooling liquid channel. And the valve shaft seat is driven by a water pump to enable cooling liquid to pass through the axial channel and the valve shaft seat communicated with the cooling liquid channel to form a valve shaft cooling system. A circumferential sealing ring 24 is arranged between the valve shaft seat and the valve shaft surface, which are communicated with the cooling liquid channel outside the radial channel 23. The valve shaft is arranged on a valve shaft bearing base integrated with the cylinder cover, the valve shaft is fixed by the valve shaft bearing upper cover through bolts, and the valve shaft rotates in the valve shaft bearing base.
A cylinder block cooling chamber 12 is also provided in the middle of the inner wall of the cylinder block 1, and a cylinder block cooling system is constituted by a driving mechanism and a water pump.
The valve shaft cooling system or the cylinder cooling system is characterized in that a cooling loop is formed after cooling liquid is driven by a water pump to enter the cooling system.
Claims (10)
1. An engine variable compression ratio mechanism comprises a secondary piston, a secondary piston cover and a spark plug; a hole communicated with the combustion chamber is formed in the cylinder cover at the mounting position of the primary spark plug positioned at the top center of the combustion chamber and is used as a secondary piston cylinder body, and a secondary piston is arranged in the secondary piston cylinder body, so that the combustion chamber is still a complete closed space; a secondary piston cover is fixed on the top of the secondary piston cylinder body in a sealing way and used for fixing a secondary piston; the bottom of the hollow structure cylinder body which is connected with the auxiliary piston cover and extends downwards is provided with a spark plug abdication hole; the auxiliary piston is sleeved on the outer side of the hollow structure cylinder body in a sealing way, and the inner surface of the auxiliary piston is in sealing contact with the outer surface of the hollow structure cylinder body; after the auxiliary piston cover is fixed, a cavity formed by the auxiliary piston cover and the upper end of the auxiliary piston is an upper oil cavity, a cavity formed by the lower end of the auxiliary piston and the top of the combustion chamber is a lower oil cavity, and the upper oil cavity and the lower oil cavity are respectively communicated with the oil inlet and outlet pipe; the bottom of the auxiliary piston is provided with a spark plug mounting hole, and the spark plug can be screwed and fixed and is penetrated into the top of the combustion chamber.
2. The variable compression ratio mechanism of an engine according to claim 1, characterized in that: the auxiliary piston comprises an upper annular piston, a lower annular piston and a conical hollow cylinder provided with a spark plug, wherein the upper annular piston and the lower annular piston are respectively in sealing contact with the inner wall of the auxiliary piston cylinder body; an annular cavity formed between the upper annular piston and the lower annular piston is used as a cooling cavity, and a water inlet or lubricating oil port and a water outlet or lubricating oil port which are communicated with the cooling cavity are respectively arranged on the cylinder cover.
3. The variable compression ratio mechanism of an engine according to claim 1, characterized in that: and a lubricating or cooling oil inlet and outlet passage is arranged on a sliding matching surface between the auxiliary piston and the cylinder cover.
4. A gas distribution system with a variable compression ratio mechanism comprises an inlet valve and an exhaust valve which are positioned at the top of a combustion chamber, wherein an inlet valve shaft and an exhaust valve shaft structure are respectively adopted; at least one protruded rotary valve with the outer diameter larger than the outer diameter of the valve shaft is arranged on the air inlet valve shaft and the air outlet valve shaft; one side of the rotary valve is provided with a yielding gap as an air flow channel, and the yielding gap occupies one quarter of the circumference of the rotary valve; the air inlet and the air outlet at the top of the combustion chamber are matched with the outline of the outer surface of the corresponding rotary valve and are in sealing contact with the outline of the outer surface of the corresponding rotary valve respectively; the order of the air inlet rotary valve and the air outlet rotary valve is respectively controlled by a driving mechanism;
a hole communicated with the combustion chamber is formed in the cylinder cover at the mounting position of the primary spark plug positioned at the top center of the combustion chamber and is used as a secondary piston cylinder body, and a secondary piston is arranged in the secondary piston cylinder body, so that the combustion chamber is still a complete closed space; a secondary piston cover is fixed on the top of the secondary piston cylinder body in a sealing way and used for fixing a secondary piston; the bottom of the hollow structure cylinder body which is connected with the auxiliary piston cover and extends downwards is provided with a spark plug abdication hole; the auxiliary piston is sleeved on the outer side of the hollow structure cylinder body in a sealing way, and the inner surface of the auxiliary piston is in sealing contact with the outer surface of the hollow structure cylinder body; after the auxiliary piston cover is fixed, a cavity formed by the auxiliary piston cover and the upper end of the auxiliary piston is an upper oil cavity, a cavity formed by the lower end of the auxiliary piston and the top of the combustion chamber is a lower oil cavity, and the upper oil cavity and the lower oil cavity are respectively communicated with the oil inlet and outlet pipe; the bottom of the auxiliary piston is provided with a spark plug mounting hole, and the spark plug can be screwed and fixed and is penetrated into the top of the combustion chamber.
5. A gas distribution system incorporating a variable compression ratio mechanism as set forth in claim 4, wherein: the auxiliary piston comprises an upper layer annular piston and a lower layer annular piston which are positioned at the upper end and the lower end of the auxiliary piston, and the upper layer annular piston and the lower layer annular piston are respectively in sealing contact with the inner wall of the auxiliary piston cylinder body; the auxiliary piston is tubular, and the inner wall of the auxiliary piston is in sealing contact with the surface of the outer wall of the auxiliary piston cover; an annular cavity formed between the upper annular piston and the lower annular piston is used as a cooling cavity, and a water inlet or lubricating oil port and a water outlet or lubricating oil port which are communicated with the cooling cavity are respectively arranged on the cylinder cover.
6. A gas distribution system incorporating a variable compression ratio mechanism as set forth in claim 4, wherein: an axial cooling channel is arranged at the axial center of the valve shaft, radial channels are arranged at the two ends of the valve shaft in the axial cooling channel, a valve shaft seat communicated with a cooling liquid channel is arranged at the outer side of the radial channels in a sealing manner, an inner cavity and a liquid interface are arranged on the valve shaft seat communicated with the cooling liquid channel, and the inner cavity is in butt joint with the corresponding radial channels; and the valve shaft seat is driven by a water pump to enable cooling liquid to pass through the axial cooling channel and the valve shaft seat communicated with the cooling liquid channel to form a valve shaft cooling system.
7. A gas distribution system incorporating a variable compression ratio mechanism as set forth in claim 4, wherein: and valve sealing sheets are respectively arranged at the contact areas of the two sides of the air inlet or the air outlet and the rotary valve, and sealing rings are respectively arranged at the two ends of the circumferential surface of the rotary valve shaft, so that the sealing rings and the valve sealing sheets at the two sides of the sealing rings form a sealing isolation layer.
8. A gas distribution system incorporating a variable compression ratio mechanism as set forth in claim 5, wherein: a cylinder body cooling cavity is arranged in the middle of the inner wall of the cylinder body, and a cylinder body cooling system is formed by a driving mechanism.
9. A gas distribution system incorporating a variable compression ratio mechanism as set forth in claim 6, wherein: a circumferential sealing ring is arranged between the valve shaft seat and the valve shaft surface, wherein the valve shaft seat is positioned on the outer side of the radial channel and communicated with the cooling liquid channel.
10. A gas distribution system incorporating a variable compression ratio mechanism as set forth in claim 4, wherein: the valve shaft is arranged on a valve shaft bearing base integrated with the cylinder cover, the valve shaft is fixed by the valve shaft bearing upper cover through bolts, and the valve shaft rotates in the valve shaft bearing base.
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| CN201710252920.6A CN106870052B (en) | 2017-04-18 | 2017-04-18 | Variable compression ratio mechanism of engine and valve system matched with variable compression ratio mechanism |
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| CN201710252920.6A CN106870052B (en) | 2017-04-18 | 2017-04-18 | Variable compression ratio mechanism of engine and valve system matched with variable compression ratio mechanism |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN108590799B (en) * | 2018-03-30 | 2020-05-05 | 江苏大学 | Hydraulically-driven fully-variable valve actuating mechanism |
| CN108843458A (en) * | 2018-08-10 | 2018-11-20 | 芜湖钻石航空发动机有限公司 | A kind of variable compression ratio engine and its implementation |
| CN111425313A (en) * | 2020-03-20 | 2020-07-17 | 唐为民 | Combined piston with variable compression ratio |
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