CN113389639B

CN113389639B - Engine with compression ratio adjusting mechanism

Info

Publication number: CN113389639B
Application number: CN202010172621.3A
Authority: CN
Inventors: 赵天安
Original assignee: Individual
Current assignee: Individual
Priority date: 2020-03-12
Filing date: 2020-03-12
Publication date: 2022-09-27
Anticipated expiration: 2040-03-12
Also published as: CN113389639A

Abstract

The embodiment of the invention discloses an engine, which comprises a piston shaft rod, a first cylinder body, a second cylinder body, an air supply mechanism, an exhaust mechanism, a power output mechanism and an oil injection ignition mechanism, wherein the piston shaft rod is connected with the first cylinder body; a first air chamber is formed in the first cylinder body, and a second air chamber is formed in the second cylinder body; one end of the piston shaft rod is connected with the power output mechanism; the air supply mechanism is used for conveying air to the first air chamber and the second air chamber; the oil injection ignition mechanism injects oil into the first air chamber and the second air chamber and ignites the oil; the compression ratio adjusting mechanism is respectively connected with the first cylinder body and the second cylinder body and can respectively drive the first cylinder body and the second cylinder body to move along the axial direction of the piston shaft rod.

Description

Engine with compression ratio adjusting mechanism

Technical Field

The present invention relates to an engine.

Background

Compression ratio is an extremely important index for an engine, and partial automobiles in the market dynamically adjust the compression ratio of an automobile engine by arranging an adjusting mechanism so as to ensure that the engine is always at the optimal compression ratio under different working conditions and further ensure low oil consumption of the engine.

Disclosure of Invention

In order to overcome the defects of the prior art, the embodiment of the invention discloses an engine with a compression ratio adjusting mechanism, which comprises a piston shaft rod, a first cylinder body, a second cylinder body, an air supply mechanism, an exhaust valve mechanism, a power output mechanism, an oil injection ignition mechanism and a compression ratio adjusting mechanism, wherein the piston shaft rod is connected with the first cylinder body; the exhaust valve mechanism comprises a compound piston and an exhaust assembly, wherein the exhaust assembly comprises an exhaust connecting rod, a first exhaust valve and a second exhaust valve which can slide freely; a first exhaust hole is formed in the first side wall of the composite piston, and a second exhaust hole is formed in the second side wall of the composite piston; at least one part of the exhaust connecting rod is positioned between a first side wall and a second side wall of the compound piston, the first exhaust valve and the second exhaust valve can alternately close the first exhaust hole and the second exhaust hole, and the first exhaust valve and the second exhaust valve are respectively arranged at two ends of the exhaust connecting rod; the piston shaft rod is fixedly connected with the composite piston of the exhaust valve mechanism; the first side wall of the composite piston is a first piston sheet, and the second side wall of the composite piston is a second piston sheet; the piston shaft penetrates at least partially into the first cylinder and the second cylinder; the first piston piece is positioned in the first cylinder body, the second piston piece is positioned in the second cylinder body, the first piston piece drives the piston shaft rod to move in the first cylinder body, and the second piston piece drives the piston shaft rod to move in the second cylinder body; a first air chamber is formed in the first cylinder body, the first piston sheet is located on one side of the first air chamber, a second air chamber is formed in the second cylinder body, and the second piston sheet is located on one side of the second air chamber; one end of the piston shaft rod is connected with the power output mechanism; the air supply mechanism conveys high-pressure air to the first air chamber and the second air chamber; the first exhaust valve is located in the first air chamber, and the second exhaust valve is located in the second air chamber; the oil injection ignition mechanism injects fuel into the first air chamber and the second air chamber and ignites the fuel; the compression ratio adjusting mechanism is connected with the first cylinder and the second cylinder and can drive the first cylinder and the second cylinder to move back to back or towards each other along the axial direction of the piston shaft rod.

As a further improvement of the embodiment of the invention, the distance between the first exhaust valve and the second exhaust valve is larger than the distance between the first exhaust hole and the second exhaust hole; the distance between the first exhaust valve and the second exhaust valve is smaller than the distance between the first exhaust hole and the second exhaust hole.

As a further improvement of the embodiment of the present invention, the compression ratio adjusting mechanism includes a driving assembly, a first fixed seat and a second fixed seat, the first fixed seat is fixed to the outer wall of the first cylinder, and the second fixed seat is fixed to the outer wall of the second cylinder; the driving assembly is used for driving the first fixing seat and the second fixing seat to move.

As a further improvement of the embodiment of the present invention, the driving assembly includes a first hydraulic oil cylinder and a second hydraulic oil cylinder, a piston of the first hydraulic oil cylinder is connected to the first fixing seat, and a piston of the second hydraulic oil cylinder is connected to the second fixing seat; the first fixed seat and the second fixed seat are respectively driven by the first hydraulic oil cylinder and the second hydraulic oil cylinder to displace.

As a further improvement of the embodiment of the present invention, the compression ratio adjustment mechanism includes a guide assembly disposed along an axial direction of the piston shaft, and the first cylinder and the second cylinder are both slidably connected to the guide assembly.

As a further improvement of the embodiment of the present invention, the compression ratio adjusting mechanism comprises a driving assembly, an adjusting screw, a movable seat, a first connecting rod and a second connecting rod; the driving assembly is connected with the adjusting screw rod and can drive the adjusting screw rod to rotate; the movable seat is sleeved outside the adjusting screw rod; two ends of the first connecting rod are respectively hinged with the first cylinder body and the movable seat; and two ends of the second connecting rod are respectively hinged with the second cylinder body and the movable seat.

As a further improvement of the embodiment of the present invention, the present invention further includes a hinge assembly, the hinge assembly is disposed on each of the first cylinder and the second cylinder, the hinge assembly includes a lug and a pin, the lug is disposed on the surface of the cylinder, and the pin is disposed at the lug; the pin shaft is hinged with one end of the connecting rod.

As a further improvement of the embodiment of the present invention, the driving assembly is an electric motor or a hydraulic motor or a pneumatic motor.

As a further improvement of the embodiment of the present invention, the compression ratio adjusting mechanism includes a driving motor, a driving screw, a first connecting member and a second connecting member; the first connecting piece is arranged at the first cylinder body, and the second connecting piece is arranged at the second cylinder body; the driving motor is connected with the driving screw rod and can drive the driving screw rod to rotate; the driving screw is in threaded connection with the first connecting piece and the second connecting piece.

As a further improvement of the embodiment of the present invention, the driving motor includes a first driving motor and a second driving motor, and the driving screw includes a first driving screw and a second driving screw; the first driving motor is connected with the first driving screw rod and can drive the first driving screw rod to rotate, and the first driving screw rod is in threaded connection with the first connecting piece; the second driving motor is connected with the second driving screw rod and can drive the second driving screw rod to rotate, and the second driving screw rod is in threaded connection with the second connecting piece.

As a further improvement of the embodiment of the present invention, the compression ratio adjusting mechanism includes a driving motor, a driving screw, a first connecting member and a second connecting member; the first connecting piece is arranged at the first cylinder body, and the second connecting piece is arranged at the second cylinder body; the driving motor is connected with the driving screw rod and can drive the driving screw rod to rotate; the first connecting piece is provided with a first connecting hole, the second connecting piece is provided with a second connecting hole, and the driving screw is in threaded connection with the first connecting hole and the second connecting hole.

The engine with the compression ratio adjusting mechanism in the embodiment of the invention adjusts the compression ratio of the engine through a simple mechanism, realizes the adjustment of the working condition of the engine and improves the adaptability of the road condition of the engine.

For a better understanding and practice, the invention is described in detail below with reference to the accompanying drawings.

Drawings

Fig. 1 is an exploded view of an engine according to a first embodiment of the present invention.

Fig. 2 is a schematic view of an exhaust mechanism according to a first embodiment of the invention.

Fig. 3 is a cross-sectional view illustrating the second vent hole and the second gas inlet hole not overlapping each other according to the first embodiment of the invention.

Fig. 4 is a cross-sectional view of the second vent hole and the second gas inlet hole coinciding with each other according to the first embodiment of the present invention.

Fig. 5 is a schematic view illustrating the first vent hole and the first air inlet hole not overlapping with each other according to the first embodiment of the invention.

Fig. 6 is an exploded view of a first controller according to a first embodiment of the present invention.

Fig. 7 is an exploded view of a second controller according to a first embodiment of the present invention.

Fig. 8 is a schematic view illustrating the second venting hole and the second gas inlet hole are not overlapped according to the first embodiment of the invention.

Fig. 9 is another schematic view illustrating the second venting hole and the second gas inlet hole not overlapping in the first embodiment of the invention.

FIG. 10 is a schematic view of the second venting hole and the second venting groove being overlapped according to the first embodiment of the present invention.

Fig. 11 is a schematic view illustrating the second vent hole and the second air inlet hole being overlapped according to the first embodiment of the invention.

Fig. 12 is a schematic view of the piston shaft at the far left end of travel according to one embodiment of the present invention.

FIG. 13 is a schematic view of the piston shaft moving to the right from the left-most end of its travel in accordance with one embodiment of the present invention.

Fig. 14 is a schematic view of the piston shaft about to reach the far right end of its travel in accordance with one embodiment of the present invention.

FIG. 15 is a schematic view of the piston shaft at the far right end of travel according to one embodiment of the present invention.

Fig. 16 is a schematic view of the piston shaft moving to the left from the rightmost end of the stroke in the first embodiment of the present invention.

FIG. 17 is a schematic view of the piston shaft about to reach the far left end of its travel in accordance with a first embodiment of the present invention.

Fig. 18 is a schematic view of a second embodiment of the present invention.

Fig. 19 is a schematic diagram of a third embodiment of the present invention.

Fig. 20 is a schematic view of a fourth embodiment of the present invention.

Fig. 21 is a schematic diagram of a fifth embodiment of the present invention.

Fig. 22 is a sectional view of a common controller according to a sixth embodiment of the present invention.

Fig. 23 is a view showing the fitting connection of the piston shaft and the common boss according to the sixth embodiment of the present invention.

Fig. 24 is a schematic engine diagram according to a sixth embodiment of the present invention.

Detailed Description

Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the accompanying drawings are illustrative only for the purpose of explaining the present invention and are not to be construed as limiting the present invention.

Example one

Referring to fig. 1-17, an embodiment of the present invention discloses an engine, which includes a piston shaft 100, a first cylinder 200, a second cylinder 300, an air supply mechanism, an exhaust valve mechanism, a power output mechanism 600, and an oil injection ignition mechanism; the exhaust valve mechanism comprises a compound piston and an exhaust assembly comprising a freely slidable exhaust link 510, a first exhaust valve 520 and a second exhaust valve 530; a first exhaust hole 111 is formed in the first side wall of the composite piston, and a second exhaust hole 121 is formed in the second side wall of the composite piston; the exhaust link 510 is at least partially located between the first and second sidewalls of the compound piston, the first and

second exhaust valves

520 and 530 alternately close the first and

second exhaust holes

111 and 121, and the first and

second exhaust valves

520 and 530 are respectively disposed at both ends of the exhaust link 510; the piston shaft rod 100 is fixedly connected with a composite piston of the exhaust valve mechanism; the first side wall of the composite piston is a first piston sheet 110, and the second side wall of the composite piston is a second piston sheet 120; the piston shaft 100 penetrates at least partially into the first cylinder 200 and the second cylinder 300; the first piston plate 110 is located in the first cylinder 200, the second piston plate 120 is located in the second cylinder 300, the first piston plate 110 drives the piston rod 100 to move in the first cylinder 200, and the second piston plate 120 drives the piston rod 100 to move in the second cylinder 300; a first air chamber 210 is formed in the first cylinder 200, the first piston plate 110 is located at one side of the first air chamber 210, a second air chamber 310 is formed in the second cylinder 300, and the second piston plate 120 is located at one side of the second air chamber 310; one end of the piston shaft rod 100 is connected with a power output mechanism; the air supply mechanism supplies high-pressure air to the first air chamber 210 and the second air chamber 310; the first exhaust valve 520 is located in the first air chamber 210, and the second exhaust valve 530 is located in the second air chamber 310; the fuel injection and ignition mechanism injects fuel into the first air chamber 210 and the second air chamber 310 and ignites the fuel; when the first side wall and the second side wall of the composite piston are arranged back to back, the distance between the first exhaust valve and the second exhaust valve is larger than the distance between the first exhaust hole and the second exhaust hole; when the first side wall and the second side wall of the composite piston are arranged oppositely, the distance between the first exhaust valve and the second exhaust valve is smaller than the distance between the first exhaust hole and the second exhaust hole. In this embodiment, the first sidewall and the second sidewall of the composite piston are disposed opposite to each other. With such an arrangement, the piston shaft 100 is driven to reciprocate left and right by the oil-injection ignition explosion sequentially occurring in the first air chamber 210 and the second air chamber 310, so that the end of the piston shaft 100 transmits power to the power output mechanism 600. The engine has simple and stable structure, omits a valve and cam structure of the traditional four-stroke engine, and simultaneously discharges waste gas more thoroughly than the traditional two-stroke engine, thereby reducing oil consumption and tail gas pollution. The piston shaft 100 is connected to the compound piston so that the exhaust valve mechanism can follow along. The exhaust valve mechanism of the embodiment has a simple structure, and the engine adopting the exhaust valve mechanism has the advantages of low manufacturing cost, simple working process and high stability.

When the volume of the first air chamber 210 approaches and reaches the minimum value, that is, when the first piston plate 110 reaches the vicinity of the limit position of the stroke, the air supply mechanism inputs high-pressure air to the first air chamber 210, the high-pressure air is rapidly charged into the first air chamber 210, and the air pressure forces the first exhaust valve 520 to move towards the first exhaust hole 111 until the first exhaust valve 520 presses and closes the first exhaust hole 111, at this time, except for the intake passage, the first air chamber is in a completely closed and minimum volume state, the high-pressure air is charged into the first air chamber via the intake passage and completes the fuel injection action, at this time, the second exhaust hole 121 is opened, the exhaust gas in the second air chamber 310 begins to be discharged via the second exhaust hole 121, and after the first air chamber is charged with the high-pressure gas mixed with the fuel, the ignition device is ignited, so that the first air chamber 210 is exploded, the first piston plate 110 is pushed, so that the piston shaft 100 moves toward the second cylinder 300. At this time, the second exhaust valve 530 does not close the second exhaust hole 121, when the piston shaft 100 drives the second piston plate 120 to move toward the second air chamber 310, the exhaust assembly moves toward the second air chamber 310 along with the composite piston, the first exhaust valve 520 maintains the closed state of the first exhaust hole 111, and the second exhaust valve 530 maintains the open state of the second exhaust hole 121. The second piston plate 120 continuously compresses the space in the second air chamber 310, so that most of the exhaust gas in the second air chamber 310 is exhausted from the second exhaust hole 121, when the second piston plate 120 is about to compress the space in the second air chamber 310 to the minimum, the air supply mechanism rapidly charges high-pressure air into the second air chamber 310, so that the second exhaust valve 530 moves towards the second exhaust hole 121 and is compressed until the second exhaust valve 530 compresses and closes the first exhaust hole 121, and when the second exhaust valve 530 moves, the exhaust link 510 and the first exhaust valve 520 are driven to move towards the first air chamber 210, so that the exhaust passage of the first air chamber 210 is opened, that is, the first exhaust hole 111 is opened. When the second air chamber 310 is filled with high-pressure air rapidly, the fuel injection is completed at the same time, and after the second air chamber 310 is filled with the high-pressure air mixed with the fuel, the ignition device is ignited, so that the second air chamber 310 is exploded, and the second piston plate 120 is pushed to move towards the first air chamber 210. When the second piston plate 120 drives the piston shaft 100 and the first piston plate 110 to move leftward, the exhaust assembly moves toward the first air chamber 210 along with the composite piston, the second exhaust valve 530 maintains the closed state of the second exhaust hole 121, and the first exhaust valve 520 maintains the open state of the first exhaust hole 111. The first piston plate 110 compresses the space in the first air chamber 210, most of the exhaust gas in the first air chamber 210 is discharged from the first exhaust hole 111, and when the first piston plate 110 moves to the limit position, the air supply mechanism charges high-pressure air into the first air chamber 210, and the cycle is repeated.

The air supply mechanism is used for supplying air to the first air chamber 210 and the second air chamber 310, and in the embodiment, the air supply mechanism comprises a first controller 410 and a second controller 420; the first controller 410 is provided with a first air reservoir 411 for storing high-pressure air; the second controller 420 is provided with a second air reservoir 421 for storing high pressure air; the first air reservoir 411 is connected to the first air chamber 210 in an openable manner, and the second air reservoir 421 is connected to the second air chamber 310 in an openable manner. Through all setting up the air receiver in two controllers, but the inlet channel of break-make makes two air receivers respectively with first air chamber 210 with second air chamber 310 is connected, realizes that every air receiver carries high-pressure air to an air chamber alone to let the air feed process more stable. The first air storage chamber 411 is connected with the first air chamber 210 in an on-off manner through a pipeline connecting mechanism, so that air in the first air storage chamber 411 is conveyed to the first air chamber 210 when in need, and the connection between the first air storage chamber 411 and the second air chamber 310 is the same. The on-off connection mode can be a connection through a pipeline, or a valve is arranged in the pipeline to control the connection or disconnection of the pipeline.

In other embodiments, the air supply mechanism may include an air compressor, a first controller, and a second controller, the air compressor being switchably connected to the first air chamber by the first controller; the air compressor is switchably connected to the second air chamber by the second controller. The high-pressure air output port of the air compressor is respectively connected with the first controller and the second controller through a pipeline, or a valve may be arranged in the controller to control a time node window and a delivery amount of high-pressure air delivered to the first air chamber 210 and the second air chamber 310.

The engine further comprises an air compression mechanism, the air compression mechanism comprises at least one air suction cylinder, the air suction cylinder is connected with the first air storage chamber and/or the second air storage chamber through a one-way air supply valve, the air compression mechanism further comprises at least one air suction piston sheet, the air suction piston sheet is arranged in the air suction cylinder, a piston shaft rod drives the air suction piston sheet to reciprocate in the air suction cylinder so as to generate high-pressure air, and the high-pressure air is conveyed to the first air storage chamber and/or the second air storage chamber through the air supply valve. The air compression mechanism further comprises at least one suction valve, external air enters into the suction cylinder from the suction valve when the suction piston sheet moves in the suction cylinder, and the suction valve can be arranged on the side wall of the suction cylinder or on the suction piston sheet. In this embodiment, the suction valve is disposed at the suction piston plate, one side of the suction piston plate communicates with the outside air, and when the suction piston plate moves to the outside air, the suction valve is opened, and the outside air enters the suction cylinder from the suction valve in a one-way manner.

In this embodiment, the intake cylinder of the present engine includes a first intake cylinder 220 and a second intake cylinder 320, and the air supply valve of the present engine includes a first air supply valve 222 and a second air supply valve 322; the first suction cylinder 220 is connected to the first air reservoir 411 through the first air supply valve 222 so that the first suction cylinder 220 can supply air to the first air reservoir 411; the second suction cylinder 320 is connected to the second air reservoir 421 through the second air supply valve 322 so that the second suction cylinder 320 can supply air to the second air reservoir 421. By providing two air intake cylinders, the air from outside the engine is taken into the air intake cylinders by the air intake cylinders, and the air is delivered to the two air reservoirs at appropriate timings, respectively. In this embodiment, the first air feed valve 222 and the second air feed valve 322 are check valves, and in other embodiments, the first air feed valve 222 or the second air feed valve 322 are check valves. The first air supply valve 222 and the second air supply valve 322 may be valves such as solenoid valves, and the two air supply valves may be opened to supply air when air in the two air cylinders needs to be supplied to the corresponding air reservoirs. In some embodiments, the air bleed valve may be a one-way valve.

In this embodiment, the intake piston plate of the engine comprises a first intake piston plate 223 and a second intake piston plate 323, and the engine intake valve comprises a first intake valve (not shown) and a second intake valve (not shown); the first air suction piston piece 223 is movably arranged in the first air suction cylinder 220, the first air suction piston piece 223 and the first air suction cylinder 220 surround to form a first air suction chamber, and the first air suction valve is arranged at the first air suction piston piece 223; said second suction piston plate 323 is movably arranged inside said second suction cylinder 320, said second suction piston plate 323 encloses a second suction chamber 321 with said second suction cylinder 320, and said second suction valve is arranged at said second suction piston plate 323. The first suction valve is disposed at a through hole of the first suction piston plate 223, and the second suction valve is disposed at a through hole of the second suction piston plate 323. The side of the first suction piston piece 223 remote from the first suction chamber communicates with the outside air, and the side of the second suction piston piece 323 remote from the second suction chamber 321 communicates with the outside air. When the first inhalation piston piece 223 moves to the left, the first inhalation valve is opened to allow external air to enter into the first inhalation chamber from the first inhalation valve, and when the first inhalation piston piece 223 moves to form the leftmost end, the first inhalation valve is closed and the first inhalation piston piece 223 moves to the right, thereby compressing air in the first inhalation chamber. When the second suction piston plate 323 moves to the left, the second suction valve is opened to allow external air to enter into the second suction chamber 321 from the second suction valve, and when the second suction piston plate 323 moves to form the leftmost end, the second suction valve is closed and the second suction piston plate 323 moves to the right, thereby compressing the air in the second suction chamber 321. In this embodiment, the first air suction valve and the second air suction valve are both one-way valves, and in other embodiments, the two air suction valves may also be valves such as solenoid valves, as long as the valves can be opened or closed at corresponding time nodes to make the two air suction chambers supplement air and compress air. The first intake valve is opened during the leftward movement of the first intake piston piece 223 so that air enters into the first intake chamber, and is closed by being pressed by the air in the first intake chamber when the first intake piston piece 223 moves rightward, so that the air in the first intake chamber can be compressed.

In this embodiment, the first controller 410 is disposed at one side of the first cylinder 200, and the first controller 410 forms a boundary of the first air chamber 210 near the side of the first cylinder 200. The first suction cylinder 220 is disposed at the other side of the first controller 410, and the first controller 410 forms a boundary of the first suction chamber near the side of the first suction cylinder 220. The second controller 420 is disposed at one side of the second cylinder 300, and the second controller 420 forms a boundary of the second air chamber 310 near a side of the second cylinder 300. The second suction cylinder 320 is disposed at the other side of the second control, and the second controller 420 forms a boundary of the second suction chamber 321 near a side of the second suction cylinder 320. The first controller 410, the first cylinder block 200 and the first suction cylinder 220 may be fixed by fasteners, may be fixed by other methods such as welding, or may be directly processed into a whole, and the second controller 420 may be connected to the second cylinder block 300 and the second suction cylinder 320 in the same manner. In other embodiments, a baffle plate may be disposed on the first cylinder 200, and the baffle plate is located on the other side of the first air chamber 210 opposite to the first piston plate 110, instead of the first controller 410 in this embodiment enclosing the first air chamber 210, and at the same time, the baffle plate may be provided with some through holes for inserting the oil nozzle and the spark plug of the oil-injection ignition mechanism into the first air chamber 210, and similarly, the second air chamber 310 and the second cylinder 300 may also be disposed.

In this embodiment, portions of the piston shaft 100 penetrate into the first and

second gas chambers

210, 310; the piston shaft 100 is provided with a first air outlet 131, a first air inlet 132, a second air outlet 141 and a second air inlet 142; the first air outlet 131 is communicated with the first air inlet 132 through a first air guide channel 134, the first air inlet 132 can be communicated with the first air storage chamber 411, and the first air outlet 131 is communicated with the first air chamber 210; the second air outlet hole 141 is communicated with the second air inlet hole 142 through a second air guide channel 144, the second air inlet hole 142 can be communicated with the second air storage chamber 421, and the second air outlet hole 141 is communicated with the second air chamber 310. With this arrangement, the air in the first air storage chamber 411 can flow into the first air guide channel 134 of the piston shaft 100 from the first air inlet hole 132 and flow out to the first air chamber 210 from the first air outlet hole 131, thereby completing the high-pressure air charging operation in the first air chamber 210 before explosion. Similarly, by such an arrangement, the air in the second air storage chamber 421 can flow into the second air guide channel 144 of the piston shaft 100 from the second air inlet 142 and flow out to the second air chamber 310 from the second air outlet 141, thereby completing the work of charging high-pressure air into the second air chamber 310 before explosion. The first air outlet 131 and the second air outlet 141 are both groove-shaped structures extending along the length direction of the piston shaft 100, so that the groove-shaped structures, the openings and the shaft sleeves on the piston shaft 100 are in close sliding fit, and are matched with the openings on the shaft sleeves to form an air inlet channel which can be opened and closed.

In this embodiment, the first suction piston plate 223 and the second suction piston plate 323 are fixed to the piston shaft 100. The first suction piston plate 223 and the second suction piston plate 323 may be fixed to the piston shaft 100 by a fastening member, may be engaged with each other by a locking member, may be fixed by welding, or may be integrally manufactured.

In this embodiment, the engine further includes a connecting base 800, and two ends of the connecting base 800 are respectively fixed to the first cylinder block 200 and the second cylinder block 300. The first cylinder block 200 and the second cylinder block 300 are relatively fixed by fixing the connecting base 800, so that the whole engine is more stable.

In this embodiment, the piston shaft 100 passes through the first suction cylinder 220, the first controller 410, the first cylinder 200, the connecting seat 800, the second cylinder 300, the second controller 420 and the second suction cylinder 320, and the right end of the piston shaft 100 is connected to the power output mechanism 600. During operation, the piston shaft 100 reciprocates left and right, and the first suction piston plate 223, the first piston plate 110, the second suction piston plate 323, and the second piston plate 120 are fixed to the piston shaft 100 and movable with the movement of the piston shaft 100.

In this embodiment, in consideration of the harsh actual operating environment of the engine, oil contamination adhesion or low-temperature freezing may cause the exhaust valve mechanism to be stuck and operate unsmoothly, therefore, a first top block 211 is disposed in the first air chamber 210, the first top block 211 protrudes toward the first exhaust valve 520, and when the space of the first air chamber 210 is compressed to the minimum by the first piston plate 110, the first top block 211 tightly pushes the first exhaust valve 520 toward the first exhaust hole 111, so that the first exhaust valve 520 completely and reliably closes the first exhaust hole 111; a second top block 311 is disposed in the second air chamber 310, the second top block 311 protrudes toward the second exhaust valve 530, and when the space of the second air chamber 310 is compressed to the minimum by the second piston plate 120, the second top block 311 tightly pushes the second exhaust valve 530 toward the second exhaust hole 121, so that the second exhaust valve 530 completely and reliably closes the second exhaust hole 121. This arrangement allows the first top piece 211 to tightly abut against the first exhaust valve 520 after the first piston plate 110 has exhausted the exhaust gas from the first air chamber 210 as much as possible, and to completely and reliably close the first exhaust hole 111, so that the first air chamber 210 is filled with high-pressure air. The first top block 211 may be disposed on an outer wall of the first controller 410 or an inner wall of the first cylinder 200 or a top of the first exhaust valve 520, in this embodiment, the first top block 211 is disposed at a side of the first controller 410 facing the first air chamber 210, and the second top block 311 is similarly disposed.

The engine further comprises a gas transmission pipe 820, and the first air storage chamber 411 and the second air storage chamber 421 are connected through the gas transmission pipe 820. The air delivery pipe 820 is used for air pressure compensation, when high-pressure air is input into the air chamber of one air storage chamber, the air pressure in the air storage chamber can be rapidly reduced, so that the pressure of the injected air corresponding to the air cylinder is insufficient, the output power of the engine can be reduced, meanwhile, the air pressure in the other air storage chamber is just in the highest state, and due to the existence of the air delivery pipe 820, the high-pressure air with the highest pressure value in the other air storage chamber can be delivered to the air storage chamber with the reduced air pressure, so that the air pressure of the injected air chamber is maintained in a stable high-pressure state, the compensation effect of stabilizing the pressure is achieved, and the output power of the engine is maintained to be stable. In some embodiments, the air delivery conduit 820 may instead be a rigid member forming the air flow path.

In this embodiment, the power output mechanism 600 is a crankshaft mechanism commonly used in automobiles, and the crankshaft mechanism is fixed to the end of the piston shaft 100 through a connecting rod seat 810. In this embodiment, the piston shaft 100 is further provided with a first vent groove 133 and a second vent groove 143, the first vent groove 133 is located at a side of the first air inlet 132 close to the first air inlet 220, the first vent groove 133 is communicated with the first air inlet 132, one end of the first vent groove 133 close to the first air inlet 220 is curved such that the radius thereof gradually increases from outside to inside, and the first vent hole 151 of the first sleeve 150 is partially overlapped with the first vent groove 133 of the piston shaft 100 at an initial stage when the first air inlet 132 is ready to receive the high-pressure air of the first air storage chamber 411, so that a small amount of high-pressure air firstly enters the first air chamber 210, and the waste air in the first air chamber 210 is completely discharged as much as possible by the small amount of high-pressure air, and at the same time, the operation consumes only a small amount of high-pressure air, the pressure of the high-pressure air in the first air receiver 411 is maintained constant, and as the piston shaft 100 continues to move, the overlapping portion of the first vent hole 151 of the first sleeve 150 and the first vent groove 133 increases and completely overlaps, so that the high-pressure air in the first air receiver 411 can flow into the first air receiver 210 more quickly and in a large amount. The second vent groove 143 is located on a side of the second air inlet hole 142 close to the second air suction cylinder 320, the second vent groove 143 is communicated with the second air inlet hole 142, an end of the second vent groove 143 close to the second air suction cylinder 320 is arc-shaped, so that a radius of the second vent groove 143 gradually increases from outside to inside, and the function of the second vent groove 143 is that, at an initial stage when the second air inlet hole 142 is ready to receive the high-pressure air of the second air storage chamber 421, the second vent hole 161 on the second sleeve 160 is partially overlapped with the second vent groove 143 first, a small amount of high-pressure air enters the second air chamber 310 first, and the waste gas in the second air chamber 310 is completely discharged as much as possible by using the small amount of high-pressure air, and at the same time, only a small amount of high-pressure air is consumed, and as the piston shaft 100 continues to move, an overlapped portion of the second vent hole 161 on the second sleeve 160 and the second vent groove 143 increases until completely overlapped, so that the high-pressure air in the second air storage chamber 421 can flow into the second air chamber 310 more quickly and in a large amount.

In this embodiment, the fuel injection and ignition mechanism is a fuel injection nozzle assembly and a spark plug mechanism commonly used in automobiles. In this embodiment, the oil injection ignition mechanism is disposed in each of the first controller 410 and the second controller 420, and the oil injection ignition mechanism in the first controller 410 injects oil into the first air chamber 210 and ignites the oil through a through hole opened in a side surface of the first controller 410 facing the first air chamber 210, so as to realize explosion in the first air chamber 210. The second air chamber 310 and the second controller 420 are arranged in the same manner.

In this embodiment, the controller further includes a first sleeve 150 and a second sleeve 160, the first sleeve 150 is disposed in the first air storage chamber 411 of the first controller 410, the second sleeve 160 is disposed in the second air storage chamber 421 of the second controller 420, the piston shaft 100 passes through the first sleeve 150 and the second sleeve 160, the piston shaft 100 and the two sleeves are in a slidable and sealed fit relationship, a first vent hole 151 is disposed on a side wall of the first sleeve 150, the first vent hole 151 is communicated with the first air storage chamber 411, a second vent hole 161 is disposed on a side wall of the second sleeve 160, and the second vent hole 161 is communicated with the second air storage chamber 421. The piston shaft 100 can be in sealing sliding fit with the first sleeve 150 and the second sleeve 160, and can slide relatively, when the first air inlet 132 needs to be closed, the first vent hole 151 on the first sleeve 150 is staggered with the first air inlet 132, and the inner wall of the first sleeve 150 is tightly attached to the first air inlet 132, so that the high-pressure air in the first air storage chamber 411 cannot enter the first air guide channel 134 from the first air inlet 132; when air needs to be introduced from the first air inlet 132, the piston shaft 100 slides, so that the first air inlet 132 is communicated with the first vent hole 151 of the first sleeve 150, high-pressure air can enter the first air guide channel 134 from the first air inlet 132 and flow out to the first air chamber 210 from the first air outlet 131, and the working principle between the second sleeve 160 and the second air inlet 142 is the same. The fuel injection and ignition mechanism includes a fuel injection assembly 710 and a spark plug assembly 720, both of which are common components. In this embodiment, the first controller 410 and the second controller 420 are symmetrically configured. The first controller 410 includes two housings, a first air reservoir 411 is formed by the two housings being combined, and an oil injection and ignition mechanism is installed in the two housings.

Referring to fig. 12, the piston shaft 100 is located at the leftmost end of the whole working stroke, at this time, the space of the first air suction chamber reaches the maximum, air suction is completed, the first air inlet 132 is coincidently communicated with the first air vent 151, a part of high-pressure air in the first air reservoir 411 starts to enter the first air chamber 210, the first exhaust valve 520 is completely closed, the first exhaust valve 520 is pressed against the first air outlet 111, and fuel injection and ignition are performed in the first air chamber 210. The second piston plate 120 is located at the leftmost end of the working stroke, the space of the second air chamber 310 is maximized, the second exhaust valve 530 does not close the second exhaust hole 121, the second exhaust valve 530 is fully opened, the space of the second air suction chamber 321 is minimized, and the second air storage chamber 421 is filled with high pressure air.

Referring to fig. 13, when explosive work is performed in the first air chamber 210, the first piston plate 110 is pushed to drive the piston shaft 100 to start moving from the leftmost end to the right end of the stroke, the first air suction valve is closed, the first air suction piston plate 223 starts compressing the space in the first air suction chamber, air in the first air suction chamber starts to be compressed, the first air supply valve 222 is opened, and the compressed air flows from the first air supply valve 222 into the first air storage chamber 411. The first air inlet hole 132 is closed. The space of the second air chamber 310 starts to be compressed and the exhaust gas in the second air chamber 310 is gradually discharged from the second exhaust hole 121. The second suction piston plate 323 moves rightward, the second suction valve is opened, external air flows into the second suction chamber 321, and the space of the second suction chamber 321 is gradually increased. The right end of the piston shaft 100 drives the power output mechanism 600 to move.

Referring to fig. 14, as the piston shaft 100 continues to move rightward, the first suction piston plate 223 continues to compress the space in the first suction chamber, and the compressed air in the first suction chamber partially flows into the first air receiver 411. The space of the second air cell 310 is about to reach the minimum, the space of the second suction chamber 321 is about to reach the maximum, and the second discharge valve 530 is about to touch the second top block 311 to be closed.

Referring to fig. 15, the space of the first suction chamber is minimized and the compression space process is finished. The second exhaust valve 530 is pressed against the second exhaust hole 121 by the second top block 311, so that the exhaust link 510 moves to the left, the second exhaust valve 530 closes the second exhaust hole 121, the first exhaust valve 520 moves to the left and then opens the first exhaust hole 111, and the first air chamber 210 enters an exhaust process. The space of the second suction chamber 321 reaches a maximum value and the suction is finished. As the piston shaft 100 moves rightward, the second air inlet hole 142 coincides with the second air passage hole 161, and the high-pressure air in the second air reservoir 421 enters the second air chamber 310 from the second air passage 144. The oil injection ignition mechanism injects oil into the second air chamber 310 and ignites the oil.

Referring to fig. 16, after the oil is injected into the second air chamber 310 and ignited, the explosion work is performed, which drives the first piston plate 110 to move to the left, thereby driving the piston shaft 100 to move to the left, the space of the second air suction chamber 321 is compressed by the second air suction piston plate 323, the space in the second air suction chamber 321 starts to be compressed, the second air inlet 142 is not overlapped with the second air vent 161, and the second air inlet 142 is closed. As the piston shaft 100 moves leftward, the exhaust gas in the first air chamber 210 is discharged from the first exhaust hole 111. The first air suction valve is opened, and external air is filled in the first air suction.

Referring to fig. 17, the space of the first air suction chamber is about to reach the maximum, the space of the first air chamber 210 is reduced, and the exhaustion of the first air chamber 210 is about to end. The first exhaust valve 520 is about to touch the first top block 211, and the first top block 211 can tightly press the first exhaust valve 520 against the first exhaust hole 111 to close the first exhaust hole 111, and at the same time, the second exhaust valve 530 is also about to be opened. The first air inlet 132 is to be overlapped with the first vent hole 151, so that the high-pressure air in the first air storage chamber 411 enters into the first air chamber 210. The space of the second suction chamber 321 is to be minimized and the air of the second suction chamber 321 is pressed into the second air reservoir 421.

And then when the state of the whole system returns to the beginning of the first working sequence, the system is circulated and reciprocated in such a way that the piston shaft rod is continuously reciprocated left and right, so that the power is output to the power output mechanism.

The engine provided by the embodiment of the invention has a simple structure, and waste gas in the air chamber can be thoroughly discharged after acting, so that the combustion efficiency is improved, the oil consumption is reduced, and the engine adopting the exhaust valve structure has higher overall working efficiency and simple and stable overall structure. The engine of the technology can be provided with the connecting rod seat and the crankshaft mechanism at two ends of the piston shaft lever 100 when needed, so that double-crankshaft output is realized. Or two composite pistons are connected in series to work, and jointly push a crankshaft connecting rod to drive a crankshaft to rotate, so that the engine can realize higher power density.

The engine in the embodiment of the invention has a simple structure, most of waste gas in the air chamber is discharged after work is done, so that fuel oil consumed in the subsequent explosion process is reduced, the overall working efficiency is higher, and the opening and closing mode of the exhaust valve is simple and stable.

Example two

Referring to fig. 18, in the present embodiment, an engine with a compression ratio adjusting mechanism is disclosed, compared with the engine of the first embodiment, the engine of the present embodiment does not have a connecting seat, and the distance between the first cylinder 200 and the second cylinder 300 is changed by the compression ratio adjusting mechanism, so as to change the volume of the first air chamber 210 and the second air chamber 310 when being compressed, and change the compression ratio of the engine. Other arrangements of the engine of the present embodiment are referred to in the first embodiment.

The engine with the compression ratio adjusting mechanism comprises a piston shaft rod 100, a composite piston assembly, a first cylinder body 200, a second cylinder body 300, an air supply mechanism, an exhaust mechanism, a power output mechanism, an oil injection ignition mechanism and a compression ratio adjusting mechanism; the piston shaft rod 100 is fixedly connected with the composite piston assembly; the piston shaft 100 penetrates at least partially into the first cylinder 200 and the second cylinder 300; the composite piston assembly comprises a first piston plate 110 and a second piston plate 120, the first piston plate 110 is located in the first cylinder 200, the second piston plate 120 is located in the second cylinder 300, the piston shaft 100 can drive the first piston plate 110 to move in the first cylinder 200, and the piston shaft 100 can drive the second piston plate 120 to move in the second cylinder 300; a first air chamber 210 is formed in the first cylinder 200, the first piston plate 110 is located at one side of the first air chamber 210, a second air chamber 310 is formed in the second cylinder 300, and the second piston plate 120 is located at one side of the second air chamber 310; one end of the piston shaft lever 100 is connected with a power output mechanism; the air supply mechanism supplies air to the first air chamber 210 and the second air chamber 310; the fuel injection and ignition mechanism injects fuel into the first air chamber 210 and the second air chamber 310 and ignites the fuel; the exhaust mechanism includes an exhaust link and first and second exhaust valves provided at the exhaust link, the first piston plate 110 is provided with a first exhaust hole, the second piston plate 120 is provided with a second exhaust hole, the exhaust link passes through the compound piston assembly, the exhaust link 510 is at least partially positioned between the first and second side walls of the compound piston, the first side wall of the composite piston is a first piston sheet, the second side wall of the composite piston is a second piston sheet, the position of the exhaust connecting rod corresponds to the position of the first exhaust hole and the position of the second exhaust hole, the first exhaust valve is located in the first air chamber 210, the second exhaust valve is located in the second air chamber 310, the distance between the first and second exhaust valves is greater than the distance between the first and second piston discs 110, 120; the compression ratio adjusting mechanism is respectively connected to the first cylinder 200 and the second cylinder 300, and respectively drives the first cylinder 200 and the second cylinder 300 to move back and forth or opposite to each other along the axial direction of the piston shaft 100.

The compression ratio adjusting mechanism comprises a driving assembly, a first fixed seat 911 and a second fixed seat 912, wherein the first fixed seat 911 is fixed with the outer wall of the first cylinder body 200, and the second fixed seat 912 is fixed with the outer wall of the second cylinder body 300; the driving component is used for driving the first fixing seat 911 and the second fixing seat 912 to move. The driving assembly comprises a first hydraulic oil cylinder 921 and a second hydraulic oil cylinder 922, wherein a piston of the first hydraulic oil cylinder 921 is connected with the first fixed seat 911, and a piston of the second hydraulic oil cylinder 922 is connected with the second fixed seat 912; the first fixing seat 911 and the second fixing seat 912 are driven by the first hydraulic cylinder 921 and the second hydraulic cylinder 922 to displace respectively. The first hydraulic cylinder 921 and the second hydraulic cylinder 922 are fixed on a frame outside an engine, the end of a piston rod of the first hydraulic cylinder 921 is fixed with the first fixing seat 911, the end of a piston rod of the second hydraulic cylinder 922 is fixed with the second fixing seat 912, and when a piston rod of the first hydraulic cylinder 921 and a piston rod of the second hydraulic cylinder 922 extend, the first cylinder body 200 and the second cylinder body 300 are pushed and are away from each other; conversely, when the piston rods of the two hydraulic cylinders are retracted, the first cylinder 200 and the second cylinder 300 are close to each other.

In other embodiments, the drive assembly may be a hydraulic motor or a pneumatic motor.

In this embodiment, the compression ratio adjusting mechanism further includes a guide assembly disposed along the axial direction of the piston shaft 100, and the first cylinder 200 and the second cylinder 300 are slidably connected to the guide assembly. In this embodiment, the guide assembly is a guide rod 930, the first cylinder 200 and the second cylinder 300 are provided with extension blocks protruding outward, through holes are provided on the extension blocks, the guide rod 930 passes through the through holes of the extension blocks of the first cylinder 200 and the second cylinder 300 to connect the two cylinders in series, and the length direction of the guide rod 930 is parallel to the length direction of the piston shaft 100, so that both the first cylinder 200 and the second cylinder 300 can move linearly along the guide rod 930. In other embodiments, the guide assembly may also be a guide rail, and the surfaces of the first cylinder 200 and the second cylinder 300 are provided with a fixture block, and the fixture block is clamped on the guide rail to realize linear sliding.

Since the piston shaft 100, the first piston plate 110 and the second piston plate 120 move together, after the flywheel crankshaft is fixed, the positions of the left dead center and the right dead center of the piston are fixed and will not change, and the positions of the first cylinder 200 and the second cylinder 300 need to be changed to change the compression ratio. When the first cylinder 200 and the second cylinder 300 move, the first controller and the second controller and other components fixed to the two cylinders also move. The compression ratio adjusting mechanism drives the first cylinder 200 and the second cylinder 300 to move, so that the distance between the two cylinders can be adjusted, the compression depth of the first piston sheet 110 to the first air chamber 210 and the compression depth of the second piston sheet 120 to the second air chamber 310 are changed, the compressed volumes of the first air chamber 210 and the second air chamber 310 are adjusted, and the compression ratio of the engine is adjusted.

The first hydraulic cylinder 921 and the second hydraulic cylinder 922 can be filled with or filled with hydraulic oil, and both are provided with separate pressure pumps, so that when oil of the cylinders flows, the first cylinder 200 and the second cylinder 300 can be pushed to displace with great force. For example, when the first cylinder 200 and the second cylinder 300 are close to each other, the minimum volume of the first air chamber 210 and the second air chamber 310 is reduced and the compression ratio of the two cylinders is increased as a result of the adjustment. The minimum volume of the cylinder is reduced and the maximum volume is also reduced, but the change of the minimum volume is a key factor influencing the compression ratio, so that the whole compression ratio is adjusted. Conversely, by separating the first cylinder block 200 and the second cylinder block 300 from each other, the compression ratio of the engine can be reduced.

The engine with the compression ratio adjusting mechanism in the embodiment of the invention adjusts the compression ratio of the engine through a simple mechanism, realizes the adjustment of the working condition of the engine, and improves the adaptability of the road condition of the engine.

EXAMPLE III

Referring to fig. 19, in the present embodiment, an engine with a compression ratio adjusting mechanism is disclosed, compared with the engine of the first embodiment, the engine of the present embodiment does not have a connecting seat, and the distance between the first cylinder 200 and the second cylinder 300 is changed by the compression ratio adjusting mechanism, so as to change the volume of the first air chamber 210 and the second air chamber 310 when being compressed, and change the compression ratio of the engine. Other arrangements of the engine of the present embodiment are referred to in the first embodiment.

The engine with the compression ratio adjusting mechanism comprises a piston shaft rod 100, a composite piston assembly, a first cylinder body 200, a second cylinder body 300, an air supply mechanism, an exhaust mechanism, a power output mechanism, an oil injection ignition mechanism and a compression ratio adjusting mechanism; the piston shaft rod 100 is fixedly connected with the composite piston assembly; the piston shaft 100 penetrates at least partially into the first cylinder 200 and the second cylinder 300; the composite piston assembly comprises a first piston plate 110 and a second piston plate 120, the first piston plate 110 is located in the first cylinder 200, the second piston plate 120 is located in the second cylinder 300, the piston shaft 100 can drive the first piston plate 110 to move in the first cylinder 200, and the piston shaft 100 can drive the second piston plate 120 to move in the second cylinder 300; a first air chamber 210 is formed in the first cylinder 200, the first piston plate 110 is located at one side of the first air chamber 210, a second air chamber 310 is formed in the second cylinder 300, and the second piston plate 120 is located at one side of the second air chamber 310; one end of the piston shaft lever 100 is connected with a power output mechanism; the air supply mechanism supplies air to the first air chamber 210 and the second air chamber 310; the oil-injection ignition mechanism injects fuel into the first air chamber 210 and the second air chamber 310 and ignites the fuel; the exhaust mechanism comprises an exhaust connecting rod and a first exhaust valve and a second exhaust valve which are arranged at the exhaust connecting rod, wherein the first piston sheet 110 is provided with a first exhaust hole, the second piston sheet 120 is provided with a second exhaust hole, the exhaust connecting rod penetrates through the composite piston assembly, the position of the exhaust connecting rod corresponds to the position of the first exhaust hole and the position of the second exhaust hole, the first exhaust valve is positioned in the first air chamber 210, the second exhaust valve is positioned in the second air chamber 310, and the distance between the first exhaust valve and the second exhaust valve is greater than the distance between the first piston sheet 110 and the second piston sheet 120; the compression ratio adjusting mechanism is respectively connected to the first cylinder 200 and the second cylinder 300, and respectively drives the first cylinder 200 and the second cylinder 300 to move back and forth or opposite to each other along the axial direction of the piston shaft 100.

The compression ratio adjusting mechanism comprises a driving assembly 910, an adjusting screw 920, a movable seat 930, a first connecting rod 941 and a second connecting rod 942; the driving component 910 is connected with the adjusting screw 920 and can drive the adjusting screw 920 to rotate; the movable seat 930 is sleeved outside the adjusting screw 920; both ends of the first connecting rod 941 are respectively hinged to the first cylinder 200 and the movable base 930; both ends of the second connecting rod 942 are hinged to the second cylinder 300 and the movable base 930, respectively.

In this embodiment, the driving component 910 is a motor. The movable base 930 is in threaded connection with the adjusting screw 920, when the driving assembly 910 drives the adjusting screw 920 to rotate, the movable base 930 moves along the length direction of the adjusting screw 920, and when the movable base 930 moves, the movable base 930 drives the first cylinder 200 and the second cylinder 300 to move through the first link 941 and the second link 942.

The compression ratio adjusting mechanism further comprises a hinge assembly, the hinge assembly is arranged on each of the first cylinder body 200 and the second cylinder body 300, the hinge assembly comprises a lug 951 and a pin shaft 952, the lug 951 is arranged on the surface of the cylinder body, and the pin shaft 952 is arranged at the lug 951; the pin 952 is hinged to one end of the connecting rod. In this embodiment, the first cylinder 200 and the second cylinder 300 are provided with extending blocks 953 extending outward on the surface, and the extending blocks 953 of the first cylinder 200 and the second cylinder 300 are provided with hinge assemblies. The lug 951 sets up on the extension piece 953 surface of cylinder body, round pin axle 952 end fixing in lug 951 department, the one end of first connecting rod 941 cup joints outside the round pin axle 952 of the extension piece 953 department of first cylinder body 200, the one end of second connecting rod 942 cup joints outside the round pin axle 952 of the extension piece 953 department of second cylinder body 300 for the connecting rod can rotate around its round pin axle 952 that connects. In this embodiment, only be provided with a sliding seat, the sliding seat is provided with the screw hole for supply with two connecting rods articulated, in other embodiments, can set up two cup joints jointly the outer sliding seat of adjusting screw, two sliding seats are articulated with first connecting rod and second connecting rod respectively, can realize driving the cylinder body and remove equally.

The compression ratio adjusting mechanism further includes a guide assembly disposed along an axial direction of the piston shaft 100, and the first cylinder 200 and the second cylinder 300 are slidably connected to the guide assembly. In this embodiment, the guide assembly is a guide rod, the first cylinder 200 and the second cylinder 300 are provided with an extension 953 protruding outward, a through hole is formed in the extension 953, and the guide rod passes through the through holes of the extensions 953 of the first cylinder 200 and the second cylinder 300 to connect the two cylinders in series, and the length direction of the guide rod is parallel to the length direction of the piston shaft 100, so that both the first cylinder 200 and the second cylinder 300 can move linearly along the guide rod. In other embodiments, the guide assembly may also be a guide rail, and the surfaces of the first cylinder 200 and the second cylinder 300 are provided with a fixture block, and the fixture block is clamped on the guide rail to realize linear sliding.

Example four

Referring to fig. 20, in the present embodiment, an engine with a compression ratio adjusting mechanism is disclosed, compared with the engine of the first embodiment, the engine of the present embodiment does not have a connecting seat, and the distance between the first cylinder 200 and the second cylinder 300 is changed by the compression ratio adjusting mechanism, so as to change the volume of the first air chamber 210 and the second air chamber 310 when being compressed, and change the compression ratio of the engine. Other arrangements of the engine of the present embodiment are referred to in the first embodiment.

The engine with the compression ratio adjusting mechanism comprises a piston shaft rod 100, a composite piston assembly, a first cylinder 200, a second cylinder 300, an air supply mechanism, an exhaust mechanism, a power output mechanism, an oil injection ignition mechanism and a compression ratio adjusting mechanism; the piston shaft rod 100 is fixedly connected with the composite piston assembly; the piston shaft 100 penetrates at least partially into the first cylinder 200 and the second cylinder 300; the composite piston assembly comprises a first piston plate 110 and a second piston plate 120, the first piston plate 110 is located in the first cylinder 200, the second piston plate 120 is located in the second cylinder 300, the piston shaft 100 can drive the first piston plate 110 to move in the first cylinder 200, and the piston shaft 100 can drive the second piston plate 120 to move in the second cylinder 300; a first air chamber 210 is formed in the first cylinder 200, the first piston plate 110 is located at one side of the first air chamber 210, a second air chamber 310 is formed in the second cylinder 300, and the second piston plate 120 is located at one side of the second air chamber 310; one end of the piston shaft lever 100 is connected with a power output mechanism; the air supply mechanism supplies air to the first air chamber 210 and the second air chamber 310; the fuel injection and ignition mechanism injects fuel into the first air chamber 210 and the second air chamber 310 and ignites the fuel; the exhaust mechanism comprises an exhaust connecting rod and a first exhaust valve and a second exhaust valve which are arranged at the exhaust connecting rod, the first piston sheet 110 is provided with a first exhaust hole, the second piston sheet 120 is provided with a second exhaust hole, the exhaust connecting rod penetrates through the composite piston assembly, the position of the exhaust connecting rod corresponds to the position of the first exhaust hole and the position of the second exhaust hole, the first exhaust valve is positioned in the first air chamber 210, the second exhaust valve is positioned in the second air chamber 310, and the distance between the first exhaust valve and the second exhaust valve is larger than the distance between the first piston sheet 110 and the second piston sheet 120; the compression ratio adjusting mechanism is respectively connected to the first cylinder 200 and the second cylinder 300, and respectively drives the first cylinder 200 and the second cylinder 300 to move back and forth or opposite to each other along the axial direction of the piston shaft 100.

In this embodiment, the compression ratio adjusting mechanism includes a driving motor, a driving screw, a first connecting piece 911 and a second connecting piece 912; the first connector 911 is provided at the first cylinder block 200, and the second connector 912 is provided at the second cylinder block 300; the driving motor is connected with the driving screw rod and can drive the driving screw rod to rotate; the driving screw is threadedly connected with the first connector 911 and the second connector 912.

The driving motor includes a first driving motor 921 and a second driving motor 922, and the driving screw includes a first driving screw 931 and a second driving screw 932; the first driving motor 921 is connected to the first driving screw 931 and can drive the first driving screw 931 to rotate, and the first driving screw 931 is in threaded connection with the first connector 911; the second driving motor 922 is connected to the second driving screw 932 and can drive the second driving screw 932 to rotate, and the second driving screw 932 is in threaded connection with the second connecting member 912.

The compression ratio adjusting mechanism further includes a guide assembly disposed along an axial direction of the piston shaft 100, and the first cylinder 200 and the second cylinder 300 are slidably connected to the guide assembly. In this embodiment, the guide assembly is a guide rod, the first cylinder 200 and the second cylinder 300 are provided with extending blocks protruding outward, through holes are formed in the extending blocks, the guide rod passes through the through holes of the extending blocks of the first cylinder 200 and the second cylinder 300, so that the two cylinders are connected in series, and the length direction of the guide rod is parallel to the length direction of the piston shaft 100, so that the first cylinder 200 and the second cylinder 300 can both move linearly along the guide rod. In other embodiments, the guide assembly may also be a guide rail, and the surfaces of the first cylinder 200 and the second cylinder 300 are provided with a fixture block, and the fixture block is clamped on the guide rail to realize linear sliding.

In this embodiment, the first driving motor 921 and the second driving motor 922 are fixed to an engine external frame, and the first connector 911 and the second connector 912 may be integrally formed with corresponding cylinder blocks. The first connecting piece 911 and the second connecting piece 912 are both provided with threaded holes, the first driving screw 931 is connected with the threaded hole of the first connecting piece 911 through threaded fit, and the second driving screw 932 is connected with the threaded hole of the second connecting piece 912 through threaded fit. The first driving motor 921 drives the first driving screw 931 to rotate, the second driving motor 922 drives the second driving screw 932 to rotate, and the two driving motors are driven to drive the two connecting pieces to approach or separate from each other, so that the connecting pieces drive the cylinder body at the position to move, and the first cylinder body 200 and the second cylinder body 300 are driven to approach or separate from each other, thereby adjusting the compression ratio.

Since the piston shaft 100, the first piston plate 110 and the second piston plate 120 move together, after the flywheel crankshaft is fixed, the positions of the left dead center and the right dead center of the piston are fixed and cannot be changed, and the positions of the first cylinder 200 and the second cylinder 300 can be changed to change the compression ratio. When the first cylinder 200 and the second cylinder 300 move, the first controller and the second controller and other components fixed to the two cylinders also move. The compression ratio adjusting mechanism drives the first cylinder 200 and the second cylinder 300 to move, so that the distance between the two cylinders can be adjusted, the compression depth of the first piston sheet 110 to the first air chamber 210 and the compression depth of the second piston sheet 120 to the second air chamber 310 are changed, the compressed volumes of the first air chamber 210 and the second air chamber 310 are adjusted, and the compression ratio of the engine is adjusted.

EXAMPLE five

Referring to fig. 21, in the present embodiment, an engine with a compression ratio adjusting mechanism is disclosed, compared with the engine of the first embodiment, the engine of the present embodiment does not have a connecting seat, and the distance between the first cylinder 200 and the second cylinder 300 is changed by the compression ratio adjusting mechanism, so as to change the volume of the first air chamber 210 and the second air chamber 310 when being compressed, and change the compression ratio of the engine. Other arrangements of the engine of the present embodiment are referred to in the first embodiment.

The engine with the compression ratio adjusting mechanism comprises a piston shaft rod 100, a composite piston assembly, a first cylinder body 200, a second cylinder body 300, an air supply mechanism, an exhaust mechanism, a power output mechanism, an oil injection ignition mechanism and a compression ratio adjusting mechanism; the piston shaft rod 100 is fixedly connected with the composite piston assembly; the piston shaft 100 penetrates at least partially into the first cylinder 200 and the second cylinder 300; the composite piston assembly comprises a first piston plate 110 and a second piston plate 120, the first piston plate 110 is located in the first cylinder 200, the second piston plate 120 is located in the second cylinder 300, the piston shaft 100 can drive the first piston plate 110 to move in the first cylinder 200, and the piston shaft 100 can drive the second piston plate 120 to move in the second cylinder 300; a first air chamber 210 is formed in the first cylinder 200, the first piston plate 110 is located at one side of the first air chamber 210, a second air chamber 310 is formed in the second cylinder 300, and the second piston plate 120 is located at one side of the second air chamber 310; one end of the piston shaft lever 100 is connected with a power output mechanism; the air supply mechanism supplies air to the first air chamber 210 and the second air chamber 310; the fuel injection and ignition mechanism injects fuel into the first air chamber 210 and the second air chamber 310 and ignites the fuel; the exhaust mechanism comprises an exhaust connecting rod and a first exhaust valve and a second exhaust valve which are arranged at the exhaust connecting rod, the first piston sheet 110 is provided with a first exhaust hole, the second piston sheet 120 is provided with a second exhaust hole, the exhaust connecting rod penetrates through the composite piston assembly, the position of the exhaust connecting rod corresponds to the position of the first exhaust hole and the position of the second exhaust hole, the first exhaust valve is positioned in the first air chamber 210, the second exhaust valve is positioned in the second air chamber 310, and the distance between the first exhaust valve and the second exhaust valve is larger than the distance between the first piston sheet 110 and the second piston sheet 120; the compression ratio adjusting mechanism is respectively connected to the first cylinder 200 and the second cylinder 300, and respectively drives the first cylinder 200 and the second cylinder 300 to move back and forth or opposite to each other along the axial direction of the piston shaft 100.

In this embodiment, the compression ratio adjusting mechanism includes a driving motor 920, a driving screw 930, a first connector 911 and a second connector 912; the first connector 911 is provided at the first cylinder block 200, and the second connector 912 is provided at the second cylinder block 300; the driving motor 920 is connected with the driving screw 930 and can drive the driving screw 930 to rotate; the driving screw 930 is threadedly coupled to the first connector 911 and the second connector 912. The screw thread direction of the driving screw 930 engaged with the first connector 911 is opposite to the screw thread direction of the driving screw 930 engaged with the second connector 912, so that when the driving screw rotates, the first connector 911 and the second connector 912 can be driven to approach or move away from each other.

First connecting piece is provided with first connecting hole 9111, the second connecting piece is provided with second connecting hole 9121, drive screw 930 with first connecting hole 9111 and second connecting hole 9121 threaded connection, and the screw thread of first connecting hole 9111 revolve to with the screw thread of second connecting hole 9121 revolves to opposite, consequently, work as when the drive screw is rotatory, can drive first connecting piece 911 with second connecting piece 912 is close to each other or keeps away from. In this embodiment, the screw thread of the shaft of the driving screw 930 may be divided into two screw threads with different forward and reverse directions, the forward thread section of the driving screw 930 is matched with the screw thread of the first connection hole 9111, the reverse thread section of the driving screw 930 is matched with the screw thread of the second connection hole 9121, the screw threads of the first connection hole 9111 and the second connection hole 9121 are opposite in direction, the screw thread of the first connection hole 9111 is consistent with the forward thread section of the driving screw 930, and the screw thread of the second connection hole 9121 is consistent with the reverse thread section of the driving screw 930. Therefore, when the driving screw 930 rotates, the first connector 911 and the second connector 912 can be simultaneously driven to approach or separate from each other.

The compression ratio adjusting mechanism further comprises a guide assembly disposed along the axial direction of the piston shaft 100, and the first cylinder 200 and the second cylinder 300 are slidably connected to the guide assembly. In this embodiment, the guide assembly is a guide rod 940, the first cylinder 200 and the second cylinder 300 are provided with extension blocks protruding outward, through holes are formed in the extension blocks, the guide rod 940 passes through the through holes of the extension blocks of the first cylinder 200 and the second cylinder 300, so that the two cylinders are connected in series, and the length direction of the guide rod 940 is parallel to the length direction of the piston shaft 100, so that the first cylinder 200 and the second cylinder 300 can both move linearly along the guide rod 940. In other embodiments, the guide assembly may also be a guide rail, and the surfaces of the first cylinder 200 and the second cylinder 300 are provided with a fixture block, and the fixture block is clamped on the guide rail to realize linear sliding.

In this embodiment, the driving motor 920 is fixed on an external frame of the engine, and the first connector 911 and the second connector 912 may be integrally formed with the corresponding cylinder. The first connector 911 and the second connector 912 are both provided with threaded holes. The driving motor 920 drives the driving screw 930 to rotate, and the threads of the first connecting hole 9111 and the second connecting hole 9121 are opposite in rotating direction, so that the two connecting pieces are driven to be close to or far away from each other, and the connecting pieces drive the cylinder body at the position to move, so that the first cylinder body 200 and the second cylinder body 300 are driven to be close to or far away from each other, and the compression ratio is adjusted.

Since the piston shaft 100, the first piston plate 110 and the second piston plate 120 move together, after the flywheel crankshaft is fixed, the positions of the left dead center and the right dead center of the piston are fixed and will not change, and the positions of the first cylinder 200 and the second cylinder 300 need to be changed to change the compression ratio. When the first cylinder 200 and the second cylinder 300 move, the first controller and the second controller and other components fixed to the two cylinders also move. The compression ratio adjusting mechanism drives the first cylinder block 200 and the second cylinder block 300 to move, so that the distance between the two cylinder blocks can be adjusted, the compression depth of the first piston plate 110 to the first air chamber 210 and the compression depth of the second piston plate 120 to the second air chamber 310 are changed, the compressed volumes of the first air chamber 210 and the second air chamber 310 are adjusted, and the compression ratio of the engine is adjusted.

EXAMPLE six

Referring to fig. 1 to 17, fig. 22 to 24, in order to further simplify the structure of the engine, on the basis of the principle of the present invention and the first embodiment, the embodiment of the present invention discloses a simplified structure of the engine, wherein the first controller 410 and the second controller 420 are partially combined functionally and structurally to form a common controller 450, thereby further simplifying the structure of the engine, and the remaining parts of the engine still use the structural components of the first embodiment, including the piston shaft 100, the first cylinder 200, the second cylinder 300, the air supply mechanism, the exhaust valve mechanism, the power output mechanism 600 and the oil injection ignition mechanism; the exhaust valve mechanism comprises a compound piston and exhaust assembly comprising a freely slidable exhaust link 510, a first exhaust valve 520 and a second exhaust valve 530; a first exhaust hole 111 is formed in the first side wall of the composite piston, and a second exhaust hole 121 is formed in the second side wall of the composite piston; the exhaust link 510 is at least partially located between the first and second sidewalls of the compound piston, the first and second exhaust valves 520 and 530 alternately close the first and second exhaust holes 111 and 121, and the first and second exhaust valves 520 and 530 are respectively disposed at both ends of the exhaust link 510; the piston shaft rod 100 is fixedly connected with a composite piston of the exhaust valve mechanism; the first side wall of the composite piston is a first piston sheet 110, and the second side wall of the composite piston is a second piston sheet 120; the piston shaft 100 penetrates at least partially into the first cylinder 200 and the second cylinder 300; the first piston plate 110 is located in the first cylinder 200, the second piston plate 120 is located in the second cylinder 300, the first piston plate 110 drives the piston rod 100 to move in the first cylinder 200, and the second piston plate 120 drives the piston rod 100 to move in the second cylinder 300; a first air chamber 210 is formed in the first cylinder 200, the first piston plate 110 is located at one side of the first air chamber 210, a second air chamber 310 is formed in the second cylinder 300, and the second piston plate 120 is located at one side of the second air chamber 310; one end of the piston shaft rod 100 is connected with a power output mechanism 600; the air supply mechanism supplies high-pressure air to the first air chamber 210 and the second air chamber 310; the first exhaust valve 520 is located in the first air chamber 210, and the second exhaust valve 530 is located in the second air chamber 310; the fuel injection and ignition mechanism injects fuel into the first air chamber 210 and the second air chamber 310 and ignites the fuel; in this embodiment, the first side wall and the second side wall of the compound piston are disposed oppositely, the distance between the first exhaust valve and the second exhaust valve is smaller than the distance between the first exhaust hole and the second exhaust hole, the first cylinder is provided with a first cylinder side wall exhaust hole 461, and the second cylinder is provided with a second cylinder side wall exhaust hole 462. An exhaust link 510 between the first exhaust valve and the second exhaust valve extends through the common controller 450 and is free to slide within a certain range relative to the common controller 450. With such an arrangement, oil injection, ignition and explosion occur in the first air chamber 210 and the second air chamber 310 in sequence, so that the piston shaft rod 100 is driven to reciprocate left and right, and the end of the piston shaft rod 100 transmits power to the power output mechanism 600. The engine has simple and stable structure, omits a valve and cam structure of the traditional four-stroke engine, and simultaneously discharges waste gas more thoroughly than the traditional two-stroke engine, thereby reducing oil consumption and tail gas pollution. The piston shaft 100 is connected to the compound piston so that the exhaust valve mechanism can follow along. The exhaust valve mechanism of the embodiment has a simple structure, and the engine adopting the exhaust valve mechanism has the advantages of low manufacturing cost, simple working process and high stability.

When the volume of the first air chamber 210 approaches and reaches the minimum value, that is, when the first piston plate 110 reaches the vicinity of the limit position of the stroke, the common air reservoir 451 in the common controller 451 outputs high-pressure air, the first air chamber 210 is rapidly charged from the air intake passage of the first air chamber 210 via the common air hole 453 of the common air reservoir 451 and the charged high-pressure air forces the first air discharge valve 520 to further press the first air discharge hole 111 until the first air discharge valve 520 completely closes the first air discharge hole 111, at this time, except for the air intake passage, the first air chamber is in a completely closed and minimum volume state, the high-pressure air completes the fuel injection action while being charged into the first air chamber 210 via the common air hole 453, at this time, the second air discharge hole 121 in the second air chamber 310 is in a completely opened state, and the exhaust gas in the second air chamber 310 starts to be discharged via the second air discharge hole 121, after the first air chamber is filled with the high-pressure gas mixed with the fuel, the ignition device is ignited, so that an explosion is generated in the first air chamber 210, and the expanded gas pushes the first piston plate 110, so that the piston shaft 100 moves toward the first air chamber 210. At this time, the second exhaust valve 530 does not close the second exhaust hole 121, and when the piston shaft 100 drives the first piston plate 110 to move toward the first air chamber 210, the exhaust assembly moves toward the first air chamber 210 along with the compound piston, the first exhaust valve 520 maintains the closed state of the first exhaust hole 111, the second exhaust valve 530 maintains the open state of the second exhaust hole 121, until the second exhaust valve 530 moves to the limit position, that is, the second exhaust valve 530 contacts the outer wall of the right side of the common controller 450, and since the second exhaust valve 530 is blocked from operating, the second exhaust valve 530 restricts the movement of the so-called first exhaust valve 520 by the exhaust link 510, and forces the so-called first exhaust valve 520 to disengage from the first exhaust hole 111 in the first side wall of the compound piston, thereby opening the first exhaust hole 111, at which time the exhaust valve mechanism as a whole stops moving. The combustion exhaust gas in the first chamber 210 is discharged through the first exhaust hole 111 and the exhaust hole 461 of the side wall of the first cylinder 200, the exhaust valve mechanism stops moving, the composite piston continues to move toward the first chamber 210, the first exhaust hole 111 of the first side wall of the composite piston gradually opens to the maximum, and most of the exhaust gas in the first chamber 210 is discharged out of the cylinder. Meanwhile, the second exhaust hole 121 of the second side wall of the compound piston continues to be close to the second exhaust valve 530 which is already stationary until the second exhaust valve 530 closes the second exhaust hole 121, at which time the volume of the second air chamber 310 reaches a minimum. When the first piston plate 110 drives the piston shaft 100 to move to the limit position in the direction of the first air chamber 210, the space of the second air chamber 310 formed between the second piston plate 120 and the right outer wall of the common controller 450 reaches the minimum, the common vent 453 in the common controller 450 is communicated with the air inlet channel of the second air chamber 310, and the high-pressure air in the common air storage chamber 451 is rapidly filled into the second air chamber 310, so that the second exhaust valve 530 further presses the second exhaust hole 121 until the second exhaust hole 121 is completely closed. At this time, the first exhaust hole 111 of the first air chamber 210 is in an open state, and the exhaust gas is continuously discharged. When the second air chamber 310 is filled with high-pressure air rapidly, the fuel injection is completed at the same time, and after the second air chamber 310 is filled with the high-pressure air mixed with the fuel, the ignition device is ignited, so that the second air chamber 310 is exploded, and the combustion gas expands to push the second piston plate 120 to move towards the second air chamber 310. Because the pressure of the combustion gas in the second air chamber 310 is extremely high, the second exhaust valve 530 is tightly pressed on the second exhaust hole 121, meanwhile, the second exhaust valve 530 drives the first exhaust valve 520 to move towards the second air chamber 310 together through the exhaust connecting rod 510, the exhaust valve mechanism moves towards the second air chamber 310 along with the composite piston, at this time, the first exhaust hole 111 is in a fully opened state, the residual exhaust gas in the first air chamber 210 is continuously exhausted through the first exhaust hole 111, explosion and gas expansion are generated in the second air chamber 310, the second piston sheet 120 is pushed, and the piston shaft rod 100 is continuously moved towards the second air chamber 310. At this time, the first exhaust valve 520 does not close the first exhaust hole 111, and when the piston shaft 100 drives the second piston plate 120 to move toward the second air chamber 310, the exhaust assembly moves toward the second air chamber 310 along with the composite piston, the first exhaust valve 520 maintains the open state of the first exhaust hole 111, the second exhaust valve 530 maintains the closed state of the second exhaust hole 121 until the first exhaust valve 520 reaches the limit position, the first exhaust valve 520 contacts the left outer wall of the common controller 450, because the first exhaust valve 520 is blocked in operation, the first exhaust valve 520 limits the movement of the second exhaust valve 530 through the exhaust connecting rod 510, so that the second exhaust valve 530 is separated from the second exhaust hole 121 on the second side wall of the compound piston, and the second exhaust hole 121 is opened, so that the exhaust valve mechanism stops moving integrally. At this time, the combustion exhaust gas in the second air chamber 210 is exhausted through the second exhaust hole 121 and the exhaust hole 462 on the side wall of the second cylinder 300, the exhaust valve mechanism stops moving and the composite piston continues to move towards the second air chamber 310, the second exhaust hole 121 on the second side wall of the composite piston gradually opens to the maximum, the first exhaust hole 111 on the first side wall of the composite piston continues to be close to the first exhaust valve 520 which is already stationary, until the first exhaust hole 111 is closed by the first exhaust valve 520. When the second piston plate 120 drives the piston shaft 100 to move to the limit position in the direction of the second air chamber 310, the space of the first air chamber 210 formed between the first piston plate 110 and the left outer wall of the common controller 450 is minimized, the common vent 453 of the common air reservoir 451 is communicated with the air inlet channel of the first air chamber 210, and the high-pressure air in the common air reservoir 451 is rapidly filled into the first air chamber 210, so that the first exhaust valve 520 further compresses the first exhaust hole 111 and completely closes the first exhaust hole 111. Meanwhile, the second air chamber 210 continuously discharges the exhaust gas. When the high-pressure air is rapidly charged into the first air chamber 210, the fuel injection is completed at the same time, and after the first air chamber 210 is filled with the high-pressure air mixed with the fuel, the ignition device ignites, so that the first air chamber 210 is exploded, and the combustion gas expands to push the first piston plate 110 to move towards the first air chamber 210, and the process is repeated.

The common air receiver 451 is used to alternately supply air to the first air chamber 210 and the second air chamber 310, and in this embodiment, the air supply mechanism in the previous embodiment, including the first controller 410 and the second controller 420, is combined to form the common controller 450; the common controller 450 is provided with a common air reservoir 451 for storing high pressure air; the common air storage chamber 451 can be alternately connected to the first air chamber 210 and the second air chamber 310 in an on-off manner, so that high-pressure air can be alternately conveyed to the first air chamber 210 and the second air chamber 310, the structure of the engine is simplified, and the compactness is improved.

In other embodiments, the air supply mechanism may include an air compressor, a common controller 450, the air compressor being switchably alternately connected to the first air chamber 210 and the second air chamber 310 by the common controller 450; alternatively, valves may be provided in the controller to alternately control the time node window and the delivery amount of the high pressure air to the first and

second air chambers

210 and 310, respectively.

The engine further comprises an air compression mechanism, the air compression mechanism comprises at least one air suction cylinder, the air suction cylinder is connected with the shared air storage chamber 451 of the shared controller 450 through a one-way air supply valve, the air compression mechanism further comprises at least one air suction piston sheet, the air suction piston sheet is arranged in the air suction cylinder, the piston shaft rod drives the air suction piston sheet to reciprocate in the air suction cylinder to generate high-pressure air, and the high-pressure air is conveyed to the shared air storage chamber 451 of the shared controller 450 through the air supply valve. The air compression mechanism further comprises at least one suction valve, external air enters into the suction cylinder from the suction valve when the suction piston sheet moves in the suction cylinder, and the suction valve can be arranged on the side wall of the suction cylinder or on the suction piston sheet. In this embodiment, the suction valve is disposed at the suction piston plate, one side of the suction piston plate communicates with the outside air, and when the suction piston plate moves to the outside air, the suction valve is opened, and the outside air enters the suction cylinder from the suction valve in a one-way manner. In some embodiments, the air delivery valve is disposed at the wall of the suction cylinder, and a pipeline is disposed in the wall of the suction cylinder to connect the air outlet of the air delivery valve to a common air storage chamber (not shown) of the common controller. In this embodiment, a first baffle 471 is disposed between the first suction cylinder and the first cylinder, the air supply valve is disposed at the first baffle, and a pipe is disposed in the first baffle to connect the air outlet of the air supply valve to the common air receiver (not shown) of the common controller, the first baffle 471 replaces the air supply valve mounting position of the first controller in the first embodiment, in this embodiment, a second baffle 472 is disposed between the second suction cylinder and the second cylinder, the air supply valve is disposed at the second baffle, and a pipe is disposed in the second baffle to connect the air outlet of the air supply valve to the common air receiver (not shown) of the common controller, and the second baffle 472 replaces the air supply valve mounting position of the second controller in the first embodiment.

In this embodiment, the intake cylinder of the engine includes a first intake cylinder 220 and a second intake cylinder 320, and the air supply valve of the engine includes a first air supply valve 222 and a second air supply valve 322; the first suction cylinder 220 is connected to the common air reservoir 451 through the first air supply valve 222 so that the first suction cylinder 220 can supply air to the common air reservoir 451; the second suction cylinder 320 is connected to the common air receiver 451 through the second air feed valve 322 so that the second suction cylinder 320 can feed air into the common air receiver 451. By providing two air intake cylinders, the engine outside air is taken in by the air intake cylinders and, at the right moment, is delivered into the common air reservoir 451. In this embodiment, the first air feed valve 222 and the second air feed valve 322 are check valves, and in other embodiments, the first air feed valve 222 or the second air feed valve 322 are check valves. The first air supply valve 222 and the second air supply valve 322 may be valves such as solenoid valves, and the two air supply valves may be opened to supply air when air in the two suction cylinders needs to be supplied to the common air reservoir 451. In some embodiments, the air bleed valve may be a one-way valve.

In this embodiment, the intake piston plate of the engine comprises a first intake piston plate 223 and a second intake piston plate 323, and the engine intake valve comprises a first intake valve (not shown) and a second intake valve (not shown); the first air suction piston piece 223 is movably arranged in the first air suction cylinder 220, the first air suction piston piece 223 and the first air suction cylinder 220 surround to form a first air suction chamber, and the first air suction valve is arranged at the first air suction piston piece 223; said second suction piston plate 323 is movably arranged inside said second suction cylinder 320, said second suction piston plate 323 encloses a second suction chamber 321 with said second suction cylinder 320, and said second suction valve is arranged at said second suction piston plate 323. The first suction valve is disposed at a through hole of the first suction piston plate 223, and the second suction valve is disposed at a through hole of the second suction piston plate 323. The side of the first suction piston piece 223 remote from the first suction chamber communicates with the outside air, and the side of the second suction piston piece 323 remote from the second suction chamber 321 communicates with the outside air. When the first inhalation piston piece 223 moves to the left, the first inhalation valve is opened to allow external air to enter into the first inhalation chamber from the first inhalation valve, and when the first inhalation piston piece 223 moves to form the leftmost end, the first inhalation valve is closed and the first inhalation piston piece 223 moves to the right, thereby compressing air in the first inhalation chamber. When the second suction piston plate 323 moves leftward, the second suction valve is opened to allow external air to enter into the second suction chamber 321 from the second suction valve, and when the second suction piston plate 323 moves to form the leftmost end, the second suction valve is closed and the second suction piston plate 323 moves rightward, thereby compressing the air in the second suction chamber 321. In this embodiment, the first air suction valve and the second air suction valve are both check valves, and in other embodiments, the two air suction valves may also be valves such as solenoid valves, as long as the valves can be opened or closed at corresponding time nodes to make the two air suction chambers supplement air and compress air. The first inhalation valve is opened during the leftward movement of the first inhalation piston piece 223 so that air is introduced into the first inhalation chamber, and is closed by being pressed by the air in the first inhalation chamber when the first inhalation piston piece 223 is moved rightward, so that the air in the first inhalation chamber can be compressed.

In this embodiment, the common controller 450 is disposed between the first cylinder 200 and the second cylinder 300, and the common controller 450 forms a boundary of the first air chamber 210 near the side of the first cylinder 200, and the common controller 450 forms a boundary of the second air chamber 310 near the side of the second cylinder 300. The common controller 450, the first cylinder 200 and the first suction cylinder 220 may be fixed by fasteners, may be fixed by other methods such as welding, and may be directly processed into a whole, and the connection between the common controller 450 and the second cylinder 300 and the second suction cylinder 320 is the same. In other embodiments, a first baffle 471 may be disposed on the opposite side of the first cylinder 200 from the common controller 450, and the first baffle 471 is located on the opposite side of the first air chamber 210 from the first piston plate 110 to isolate the exhaust from the first exhaust hole 111 of the first piston plate 110, and the first baffle, the first air suction piston plate 223 and the first air suction cylinder 220 enclose the first air suction chamber, and through holes may be opened on the side wall of the first cylinder 200 near the first baffle to form the first cylinder side wall exhaust hole 461, and the exhaust from the first exhaust hole 111 of the first piston plate 110 may be exhausted from the first cylinder side wall exhaust hole 461. Similarly, the second air chamber 310 and the second cylinder 300 may be disposed as described above.

second gas chambers

210, 310; the piston shaft 100 is provided with a first air outlet 131, a first air inlet 132, a second air outlet 141 and a second air inlet 142; the first outlet hole 131 is communicated with the first air inlet hole 132 through a first air guide channel 134, the first air inlet hole 132 can be communicated with a common vent hole 453 of the common air storage chamber 451, and the first outlet hole 131 is communicated with the first air chamber 210; the second outlet hole 141 is communicated with the second air inlet hole 142 through a second air guide channel 144, the second air inlet hole 142 is also communicated with the common vent hole 453, and the second outlet hole 141 is communicated with the second air chamber 310. With this arrangement, the air in the common air reservoir 451 can alternately flow into the first air guide channel 134 of the piston shaft 100 from the first air inlet hole 132 and flow out to the first air chamber 210 from the first air outlet hole 131, thereby completing the high-pressure air charging operation in the first air chamber 210 before explosion. Similarly, by such an arrangement, the air in the common air receiver 451 can flow into the second air guide channel 144 of the piston shaft 100 from the second air inlet hole 142 and flow out to the second air chamber 310 from the second air outlet hole 141, so as to complete the high-pressure air charging operation before explosion in the second air chamber 310. The first air outlet 131 and the second air outlet 141 are both groove-shaped structures extending along the length direction of the piston shaft 100, so that the groove-shaped structures, the openings and the shaft sleeves on the piston shaft 100 are in close sliding fit, and are matched with the openings on the shaft sleeves to form an air inlet channel which can be switched on and off.

In this embodiment, the piston rod 100 passes through the first suction cylinder 220, the common air reservoir 451, the first cylinder 200, the second cylinder 300, and the second suction cylinder 320, and the right end of the piston rod 100 is connected to the power output mechanism 600. In operation, the piston shaft 100 reciprocates left and right, and the first suction piston plate 223, the first piston plate 110, the second suction piston plate 323, and the second piston plate 120 are fixed to the piston shaft 100 and movable with the movement of the piston shaft 100.

In this embodiment, in consideration of the harsh actual operating environment of the engine, oil contamination adhesion or low-temperature freezing may cause the exhaust valve mechanism to be stuck and operate unsmoothly, therefore, a first top block 211 is disposed in the first air chamber 210, the first top block 211 is located on the left outer wall of the common controller 450 and protrudes toward the first exhaust valve 520, when the combustion and expansion of the second air chamber 310 are finished and exhaust is about to start, the composite piston operates to a position close to the rightmost limit, the first exhaust valve 520 contacts the first top block 211 on the left outer wall of the common controller 450, and the first top block 211 ensures to block the first exhaust valve 520, and at the same time, the whole exhaust valve mechanism is forced to be blocked, so that the second exhaust valve 530 no longer seals the second exhaust hole 121; the second top block 311 is arranged in the second air chamber 310, the second top block 311 is located on the outer wall of the right side of the common controller 450 and protrudes towards the second exhaust valve 530, when the combustion and expansion of the first air chamber 210 are finished and exhaust is about to start, the composite piston moves to the position close to the leftmost limit position, the second exhaust valve 530 contacts the second top block 311 on the outer wall of the right side of the common controller 450, and the second top block 311 ensures that the second exhaust valve 530 is stopped and simultaneously forces the whole exhaust valve mechanism to be stopped, so that the first exhaust valve 520 no longer seals the first exhaust hole 111. The arrangement can ensure that when the second air chamber 310 is about to ignite and the combustion and expansion of the first air chamber 210 are finished, and when the exhaust valve needs to be opened, the exhaust valve of the first air chamber 210 is opened in time to perform exhaust; then, due to the extremely high pressure of the high-temperature expanding gas in the second air chamber 310, the second exhaust valve 530 in the second air chamber 310 is pressed against the second exhaust hole 121, and the second exhaust hole 121 is always closed during the expansion of the second air chamber 310 until the first exhaust valve 520 in the first air chamber 210 contacts the first top block 211 of the left outer wall of the common controller 450, the first top block 211 blocks the first exhaust valve 520, the combustion expansion of the second air chamber 310 is finished, the second exhaust valve 530 no longer closes the second exhaust hole 121, and the second air chamber 310 starts to exhaust. This is the operation of the second air chamber 310 after ignition until the start of exhaust. The operation process from the ignition of the first air chamber 210 to the start of the exhaust is the same.

In this embodiment, the power output mechanism 600 is a crankshaft mechanism commonly used in automobiles, and the crankshaft mechanism is fixed to the end of the piston shaft 100 through a connecting rod seat 810. In this embodiment, the piston rod 100 is further provided with a first ventilation groove 133 and a second ventilation groove 143, the first ventilation groove 133 is located on the side of the first air inlet 132 close to the first air inlet 220, the first ventilation groove 133 is communicated with the first air inlet 132, one end of the first ventilation groove 133 close to the first air inlet 220 is arc-shaped so that the cross-sectional area of the air flow passage gradually increases from outside to inside, and the function is that, in an initial stage when the first air inlet 132 is ready to receive the high-pressure air in the common air storage chamber 451, the common ventilation hole 453 of the common air storage chamber 451 is firstly overlapped with the first ventilation groove 133 of the piston rod 100, so that a small amount of high-pressure air firstly enters the first air chamber 210, and the small amount of high-pressure air is used to completely exhaust the residual exhaust gas in the first air chamber 210, and at the same time, the operation consumes only a small amount of high-pressure air, the pressure of the high-pressure air in the common air receiver 451 is maintained substantially constant, and as the piston shaft 100 continues to move, the overlapping portion of the first vent hole 151 of the first sleeve 150 and the first vent groove 133 increases and completely overlaps, so that the high-pressure air in the common air receiver 451 can flow into the first air chamber 210 more quickly and in a large amount. The second vent groove 143 is located on a side of the second air inlet hole 142 close to the second air suction cylinder 320, the second vent groove 143 is communicated with the second air inlet hole 142, an end of the second vent groove 143 close to the second air suction cylinder 320 is arc-shaped so as to gradually increase from outside to inside, and the function of the second vent groove 143 is to overlap the second vent groove 143 at an initial stage when the second air inlet hole 142 is ready to receive the high-pressure air of the common air storage chamber 451, so that a small amount of the high-pressure air enters the second air chamber 310 first, and the residual exhaust gas in the second air chamber 310 is completely discharged as much as possible by using the small amount of the high-pressure air, and at the same time, only a small amount of the high-pressure air is consumed, and as the piston shaft 100 continues to move, the overlapping portion of the second vent hole 161 of the second sleeve 160 and the common vent hole 453 of the common air storage chamber 451 increases and completely overlaps, so that the high-pressure air in the common vent 453 can flow into the second air chamber 310 more quickly and in a large amount.

In this embodiment, the fuel injection and ignition mechanism is a fuel injection nozzle assembly and a spark plug mechanism commonly used in an automobile. In this embodiment, the fuel injection ignition mechanism is disposed in each of the common controllers 450, and in specific implementation, the fuel injection device may share one fuel injection nozzle of the intake passage with two air chambers, and each of the two air chambers separately has a fuel injection nozzle for direct injection in the cylinder; the ignition mechanism is that the two air chambers are respectively and independently arranged.

In this embodiment, the air cylinder further comprises a common shaft sleeve 452, the common shaft sleeve 452 is disposed in the common air storage chamber 451, the piston rod 100 passes through the common shaft sleeve 452, the piston rod 100 and the common shaft sleeve 452 are in a slidable sealing fit relationship, a common vent 453 is disposed on a side wall of the common shaft sleeve 452, and the common vent 453 is communicated with the common air storage chamber 451. The piston shaft 100 is slidably fitted in the common shaft sleeve 452 in the common air reservoir 451 in a sealing manner, and when the first air inlet 132 needs to be closed, the common vent hole 453 of the common shaft sleeve 452 is staggered with the first air inlet 132, and the inner wall of the common shaft sleeve 452 is tightly attached to the first air inlet 132, so that high-pressure air in the common air reservoir 451 cannot enter the first air guide channel 134 from the first air inlet 132; when air needs to be introduced from the first air inlet 132, the piston shaft 100 slides, so that the first air inlet 132 is communicated with the common vent hole 453 of the common sleeve 452, high-pressure air can enter the first air guide channel 134 from the common air storage chamber 451 through the common vent hole 453 and the first air inlet 132, and flow out from the first air outlet 131 to the first air chamber 210, and the working principle between the common sleeve 452 and the second air inlet 142 is the same. The oil injection ignition mechanism and the spark plug assembly are common components. The common controller 450 includes two housings, a common air reservoir 451 is formed by combining the two housings, and an oil injection and ignition mechanism is installed in the two housings.

Referring to fig. 20, the piston shaft 100 is located at the leftmost end of the whole working stroke, when the space of the first air intake chamber reaches the maximum, the air intake is completed, the second air inlet 142 is in overlapped communication with the common vent 453, a part of the high pressure air in the common air intake chamber 451 starts to enter the second air chamber 310, the second exhaust valve 530 is completely closed, the second exhaust valve 530 is pressed against the second air outlet 121, and the fuel injection and ignition are performed in the second air chamber 310. The first piston plate 110 is located at the leftmost end of the operation stroke, the space of the first air chamber 210 is maximized, the first exhaust valve 520 does not close the first exhaust hole 111, the first exhaust valve 520 is fully opened, the space of the second air suction chamber 321 is minimized, and the air in the second air suction chamber 321 is compressed into the common air reservoir 451.

Referring to fig. 21, when explosive work is performed in the second air chamber 210, the second piston plate 120 is pushed to drive the piston shaft 100 to start moving from the leftmost end to the right end of the stroke, the first air suction valve is closed, the first air suction piston plate 223 starts compressing the space in the first air suction chamber, air in the first air suction chamber starts to be compressed, the first air supply valve 222 is opened, and the compressed air flows into the common air reservoir 451 from the first air supply valve 222. The second air inlet hole 142 is overlapped and communicated with the common vent hole 453, and a part of the high-pressure air in the common air receiver 451 starts to enter the second air chamber 310. The space of the first air chamber 210 starts to be compressed and the exhaust gas in the first air chamber 210 is gradually discharged from the first exhaust hole 111. The second suction piston plate 323 moves rightward, the second suction valve is opened, external air flows into the second suction chamber 321, and the space of the second suction chamber 321 is gradually increased. The right end of the piston shaft 100 drives the power output mechanism 600 to move.

The piston shaft 100 continues to move rightward, the first suction piston piece 223 continues to compress the space in the first suction chamber, and the compressed air in the first suction chamber partially flows into the common air reservoir 451. The space of the first air chamber 210 is about to be minimized, most of the exhaust gas in the first air chamber 210 is exhausted, the space of the second suction chamber 321 is about to be maximized, the first exhaust valve 520 is about to touch the first top block 211 to be closed, and the first exhaust valve 530 is about to be opened.

The space of the first suction chamber is minimized and the process of compressing the space is finished. The first exhaust valve 520 is pressed against the first exhaust hole 111 by the first top block 211, the exhaust link 510 is restricted from moving, the first exhaust valve 520 closes the first exhaust hole 111, the second exhaust valve 530 leaves the second exhaust hole 121, and the second air chamber 310 starts an exhaust process. The space of the second suction chamber 321 reaches a maximum and suction is finished. As the piston shaft 100 moves rightward, the first air inlet hole 132 coincides with the common air passing hole 453, and the high-pressure air in the common air reservoir 451 enters the first air chamber 210 from the first air guide passage 134. The oil injection and ignition mechanism injects oil and ignites the oil into the first air chamber 210.

After the oil is injected into the first air chamber 210 and ignited, the first piston plate 110 is driven to move leftward, so that the piston shaft 100 is driven to move leftward, the space of the second air suction chamber 321 is compressed by the second air suction piston plate 323, the space in the second air suction chamber 321 starts to be compressed, the first air inlet hole 132 and the common vent hole 453 do not overlap, and the first air inlet hole 132 is closed. As the piston shaft 100 moves leftward, the exhaust gas in the second gas chamber 310 is discharged from the second discharge hole 121. The first air suction valve is opened, and the first air suction chamber is filled with external air.

The space of the first air suction chamber is about to reach the maximum, the space of the second air chamber 310 is reduced, and the air discharge of the second air chamber 310 is about to end. The second exhaust valve 530 is about to contact the second top block 311, and the second top block 311 can tightly press the second exhaust valve 530 against the second exhaust hole 121 to close the first exhaust hole 121, and at the same time, the first exhaust valve 520 is also about to be opened. The second air inlet hole 142 is to be overlapped with the common vent hole 453 so that the high-pressure air in the common air receiver 451 is introduced into the second air chamber 310. The space of the second suction chamber 321 is to be minimized and the air of the second suction chamber 321 is pressed into the common air receiver 451.

In this embodiment, the compression ratio adjusting mechanism includes a driving motor, a driving screw, a first connecting member 481, and a second connecting member 482; the first connection 481 is provided at the first cylinder, and the second connection 482 is provided at the second cylinder; the driving motor is connected with the driving screw rod and can drive the driving screw rod to rotate; the driving screw is screw-coupled with the first and

second connectors

481 and 482. The driving motors comprise a first driving motor 483 and a second driving motor 484, and the driving screws comprise a first driving screw and a second driving screw; the first driving motor 483 is connected with the first driving screw and can drive the first driving screw to rotate, and the first driving screw is in threaded connection with the first connecting piece 481; the second driving motor 484 is connected to the second driving screw rod and drives the second driving screw rod to rotate, and the second driving screw rod is in threaded connection with the second connecting member 482. The compression ratio adjustment is achieved for the engine in the present embodiment in the manner described in the above embodiment.

In the description of the present invention, it is to be understood that the terms "central", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "left", "right", "top", "bottom", "inner", "outer", "axial", "radial", "circumferential", and the like, indicate orientations and positional relationships based on those shown in the drawings, and are used merely for convenience of description and for simplicity of description, and do not indicate or imply that the referenced device or element must have a particular orientation, be constructed and operated in a particular orientation, and thus, are not to be considered limiting. Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present invention, "a plurality" means two or more unless otherwise specified.

In the description of the present invention, it should be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.

In the present invention, unless expressly stated or limited otherwise, the recitation of a first feature "on" or "under" a second feature may include the recitation of the first and second features being in direct contact, and may also include the recitation that the first and second features are not in direct contact, but are in contact via another feature between them. Also, the first feature "on," "above" and "over" the second feature may include the first feature being directly above and obliquely above the second feature, or simply indicating that the first feature is at a higher level than the second feature. The first feature being "under," "beneath," and "under" the second feature includes the first feature being directly above and obliquely above the second feature, or simply meaning that the first feature is at a lesser level than the second feature.

In the description herein, references to the description of the term "one embodiment," "some embodiments," "an illustrative embodiment," "an example," "a specific example," or "some examples" or the like mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

The present invention is not limited to the above-described embodiments, and various modifications and variations of the present invention are intended to be included within the scope of the claims and the equivalent technology of the present invention if they do not depart from the spirit and scope of the present invention.

Claims

1. The utility model provides an engine of area compression ratio adjustment mechanism which characterized in that: the device comprises a piston shaft lever, a first cylinder body, a second cylinder body, an air supply mechanism, an exhaust valve mechanism, a power output mechanism, an oil injection ignition mechanism and a compression ratio adjusting mechanism; the exhaust valve mechanism comprises a compound piston and an exhaust assembly, wherein the exhaust assembly comprises an exhaust connecting rod, a first exhaust valve and a second exhaust valve which can slide freely; a first exhaust hole is formed in the first side wall of the composite piston, and a second exhaust hole is formed in the second side wall of the composite piston; at least one part of the exhaust connecting rod is positioned between a first side wall and a second side wall of the compound piston, the first exhaust valve and the second exhaust valve can alternately close the first exhaust hole and the second exhaust hole, and the first exhaust valve and the second exhaust valve are respectively arranged at two ends of the exhaust connecting rod; the piston shaft rod is fixedly connected with the composite piston of the exhaust valve mechanism; the first side wall of the composite piston is a first piston sheet, and the second side wall of the composite piston is a second piston sheet; the piston shaft penetrates at least partially into the first cylinder and the second cylinder; the first piston piece is positioned in the first cylinder body, the second piston piece is positioned in the second cylinder body, the first piston piece drives the piston shaft rod to move in the first cylinder body, and the second piston piece drives the piston shaft rod to move in the second cylinder body; a first air chamber is formed in the first cylinder body, the first piston sheet is located on one side of the first air chamber, a second air chamber is formed in the second cylinder body, and the second piston sheet is located on one side of the second air chamber; one end of the piston shaft rod is connected with the power output mechanism; the air supply mechanism conveys high-pressure air to the first air chamber and the second air chamber; the first exhaust valve is located in the first air chamber, and the second exhaust valve is located in the second air chamber; the oil injection ignition mechanism injects fuel into the first air chamber and the second air chamber and ignites the fuel; the compression ratio adjusting mechanism is respectively connected with the first cylinder body and the second cylinder body and can respectively drive the first cylinder body and the second cylinder body to move along the axial direction of the piston shaft rod.

2. An engine with a compression ratio adjustment mechanism according to claim 1, characterized in that: the distance between the first exhaust valve and the second exhaust valve is greater than the distance between the first exhaust hole and the second exhaust hole; or the distance between the first exhaust valve and the second exhaust valve is smaller than the distance between the first exhaust hole and the second exhaust hole.

3. An engine with a compression ratio adjustment mechanism according to claim 1, characterized in that: the compression ratio adjusting mechanism comprises a driving assembly, a first fixed seat and a second fixed seat, the first fixed seat is fixed with the outer wall of the first cylinder body, and the second fixed seat is fixed with the outer wall of the second cylinder body; the driving assembly is used for driving the first fixing seat and the second fixing seat to move.

4. An engine with a compression ratio adjustment mechanism according to claim 3, characterized in that: the driving assembly comprises a first hydraulic oil cylinder and a second hydraulic oil cylinder, a piston of the first hydraulic oil cylinder is connected with the first fixing seat, and a piston of the second hydraulic oil cylinder is connected with the second fixing seat; the first fixed seat and the second fixed seat are respectively driven by the first hydraulic oil cylinder and the second hydraulic oil cylinder to displace.

5. An engine with a compression ratio adjustment mechanism according to claim 1, characterized in that: the compression ratio adjusting mechanism comprises a guide assembly, the guide assembly is arranged along the axial direction of the piston shaft rod, and the first cylinder body and the second cylinder body are both connected with the guide assembly in a sliding mode.

6. An engine with a compression ratio adjustment mechanism according to claim 1, characterized in that: the compression ratio adjusting mechanism comprises a driving assembly, an adjusting screw rod, a movable seat, a first connecting rod and a second connecting rod; the driving assembly is connected with the adjusting screw rod and can drive the adjusting screw rod to rotate; the movable seat is sleeved outside the adjusting screw rod; two ends of the first connecting rod are respectively hinged with the first cylinder body and the movable seat; and two ends of the second connecting rod are respectively hinged with the second cylinder body and the movable seat.

7. An engine with a compression ratio adjustment mechanism according to claim 6, characterized in that: the first cylinder body and the second cylinder body are provided with the hinge assemblies respectively, each hinge assembly comprises a lug and a pin shaft, the lugs are arranged on the surfaces of the cylinder bodies, and the pin shafts are arranged at the lugs; the pin shaft is hinged with one end of the connecting rod.

8. An engine with a compression ratio adjustment mechanism according to claim 1, characterized in that: the compression ratio adjusting mechanism comprises a driving motor, a driving screw rod, a first connecting piece and a second connecting piece; the first connecting piece is arranged at the first cylinder body, and the second connecting piece is arranged at the second cylinder body; the driving motor is connected with the driving screw rod and can drive the driving screw rod to rotate; the driving screw is in threaded connection with the first connecting piece and the second connecting piece.

9. An engine with a compression ratio adjustment mechanism according to claim 8, characterized in that: the driving motor comprises a first driving motor and a second driving motor, and the driving screw comprises a first driving screw and a second driving screw; the first driving motor is connected with the first driving screw rod and can drive the first driving screw rod to rotate, and the first driving screw rod is in threaded connection with the first connecting piece; the second driving motor is connected with the second driving screw rod and can drive the second driving screw rod to rotate, and the second driving screw rod is in threaded connection with the second connecting piece.

10. An engine with a compression ratio adjustment mechanism according to claim 1, characterized in that: the compression ratio adjusting mechanism comprises a driving motor, a driving screw rod, a first connecting piece and a second connecting piece; the first connecting piece is arranged at the first cylinder body, and the second connecting piece is arranged at the second cylinder body; the driving motor is connected with the driving screw rod and can drive the driving screw rod to rotate; the first connecting piece is provided with a first connecting hole, the second connecting piece is provided with a second connecting hole, and the driving screw is in threaded connection with the first connecting hole and the second connecting hole.