CN114673587B - Engine displacement variable device, engine and vehicle - Google Patents
Engine displacement variable device, engine and vehicle Download PDFInfo
- Publication number
- CN114673587B CN114673587B CN202210289332.0A CN202210289332A CN114673587B CN 114673587 B CN114673587 B CN 114673587B CN 202210289332 A CN202210289332 A CN 202210289332A CN 114673587 B CN114673587 B CN 114673587B
- Authority
- CN
- China
- Prior art keywords
- oil
- independent
- cover plate
- engine
- main
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/04—Engines with variable distances between pistons at top dead-centre positions and cylinder heads
- F02B75/047—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of variable crankshaft position
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D15/00—Varying compression ratio
- F02D15/02—Varying compression ratio by alteration or displacement of piston stroke
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Lubrication Of Internal Combustion Engines (AREA)
Abstract
The present invention relates to an engine displacement variable device, an engine, and a vehicle. The engine displacement variable device comprises a crankshaft and a crankcase, wherein the main journal of the crankshaft is provided with at least two oil holes which are respectively communicated with the main oil passage holes on the crankcase to form at least two independent oil passages; the connecting rod journal of the crankshaft is provided with an eccentric shaft sleeve which comprises an eccentric part and an impeller part, wherein the eccentric part is used for accommodating the big end of the connecting rod of the engine; the crank arm of the crank shaft is provided with a cover plate which forms a rotor cavity with the crank arm, and the blades of the impeller part divide the rotor cavity into at least two independent cavities which are respectively communicated with the independent oil ducts; a valve is arranged between the main oil passage hole and the independent oil passage, and the valve adjusts the flow and pressure of oil flowing into the independent cavity from the main oil passage hole respectively, so that the vane is pushed to drive the eccentric shaft sleeve to rotate, and the change of the engine displacement is realized. The invention also provides an engine comprising the device. The invention also provides a vehicle comprising the engine. The invention solves the problem of adjustable engine displacement.
Description
Technical Field
The invention relates to the technical field of automobile engines, in particular to an engine displacement variable device, an engine and a vehicle.
Background
With the increasing strictness of fuel consumption regulations of engines, higher requirements are put on the thermal efficiency of gasoline engines. The engine displacement is variable, so that the dynamic property and the economical efficiency of the engine can be effectively considered, and the upper limit of the thermal efficiency is effectively improved. The variable displacement device of the gasoline engine is an important technical measure for further breaking through the dynamic property and the economy, so the design and the application of the variable displacement device are very important.
In the prior art, the variable displacement device mainly realizes cylinder deactivation under individual working conditions through a valve mechanism, and mainly realizes the variability of displacement by reducing the number of cylinders doing work. Although the displacement can be changed, the running stability of the engine is affected, the vibration of the engine is increased, and the uneven wear of each cylinder is increased.
CN 103047002a discloses a variable compression ratio device with eccentric sleeve of connecting rod journal, which comprises a crankshaft, a piston connecting rod assembly, an eccentric shaft sleeve assembly, a transmission shaft, a gear assembly and a driver assembly, wherein the crankshaft is a disc-shaped crankshaft, and comprises a crankshaft front end journal, a first disc-shaped main journal, a plurality of connecting rod journals, a plurality of second disc-shaped main journals and a crankshaft rear end journal which are sequentially connected from front to back, each disc-shaped main journal is provided with a transmission shaft and a gear assembly, the center line of each connecting rod journal is not coincident with the center line of the crankshaft, each connecting rod journal is rotatably sleeved with the eccentric shaft sleeve assembly, the eccentric shaft sleeve assembly is connected with the transmission shaft and the gear assembly through a gear, and the driver assembly is connected with and drives the transmission shaft and the gear assembly to rotate, so that synchronous change of compression ratio of each cylinder of the engine is realized. The device has the advantages of high strength of the crankshaft, strong self-locking capability of the eccentric sleeve, large compression ratio adjusting range of the engine, high reliability and long service life. However, the device has the defects that the gear pair is more, the driving force is transmitted from front to back in a relay manner, the gear matching is easy to lose efficacy, the driving force transmission is asynchronous, and the structure is complex.
Disclosure of Invention
The invention aims to provide an engine displacement variable device, an engine and a vehicle, so as to solve the problem that the displacement of the engine is continuously adjustable in a larger range, and improve the dynamic property and the economical efficiency of the engine.
In order to achieve the above purpose, the technical scheme adopted by the invention is as follows:
the engine displacement variable device comprises a crankshaft and a crankcase, wherein at least two oil holes are formed in a main journal of the crankshaft and are respectively communicated with a main oil passage hole in the crankcase to form at least two independent oil passages;
the connecting rod journal of the crankshaft is sleeved with an eccentric shaft sleeve, the eccentric shaft sleeve comprises an eccentric part and an impeller part, and the eccentric part is used for sleeving a big head of an engine connecting rod;
a cover plate is arranged on a crank arm of the crankshaft, a rotor cavity is formed by the cover plate and the crank arm, the impeller part is positioned in the rotor cavity, the rotor cavity is divided into at least two independent cavities by blades of the impeller part, and each independent cavity is respectively communicated with one independent oil duct;
the valve is arranged between the main oil duct hole and the independent oil duct, and the flow and the pressure of oil flowing into the independent oil duct from the main oil duct hole are regulated through the valve, so that the flow and the pressure of the oil flowing into the independent cavity are different, the impeller is pushed to drive the eccentric shaft sleeve to rotate, the radius of the crank is changed, and the change of the engine displacement is realized.
Preferably, the oil holes are regularly arranged on main journals of the crankshaft, and the arrangement rule is that for two adjacent main journals, one main journal is provided with two oil supply holes and communicated with a main oil passage hole on the crankcase, and the other main journal is provided with two oil holes and communicated with the main oil passage hole on the crankcase respectively to form two independent oil passages.
Preferably, the cover plate and the crank arm form two rotor cavities, the two rotor cavities are divided into four independent cavities by two blades of the impeller part, the two rotor cavities are symmetrically distributed along the radial direction, the two independent cavities which are opposite along the radial direction of the impeller part are a group of independent cavities, and the two independent cavities are respectively communicated with the two independent oil ducts.
Preferably, the eccentric shaft sleeve comprises an upper half eccentric shaft sleeve and a lower half eccentric shaft sleeve which are mirror symmetry;
the upper half eccentric shaft sleeve comprises an upper half eccentric part and an upper half impeller part, and the lower half eccentric shaft sleeve comprises a lower half eccentric part and a lower half impeller part;
the upper half impeller part and the lower half impeller part are respectively provided with one blade, and the blades are respectively positioned in the two rotor cavities.
Preferably, two oblique oil holes are arranged on a crank arm connected with a main journal provided with two oil holes, one end of one oblique oil hole is communicated with one oil hole through an oil passage in a crankshaft, the other end of the oblique oil hole is communicated with one group of independent chambers, one end of the other oblique oil hole is communicated with the other oil hole through an oil passage in the crankshaft, and the other end of the oblique oil hole is communicated with the other group of independent chambers.
Preferably, the crank arm connected with the main journal provided with two oil holes is provided with the cover plate at one side close to the connecting rod journal;
the cover plate comprises a first cover plate and a second cover plate, and the first cover plate and the second cover plate are fixed on the crank arm through screws;
two independent first oil grooves are formed in the side walls of the first cover plate and the second cover plate respectively, the first oil grooves close to each other in pairs on the first cover plate and the second cover plate and the side walls of the crank arms form a rotor cavity together, and the other rotor cavity is formed by the first oil grooves close to each other in pairs and the side walls of the crank arms together.
Preferably, two independent second oil grooves are formed on the side walls of the first cover plate and the second cover plate respectively, the second oil grooves on the first cover plate and the second cover plate, which are close to each other, and the side walls of the crank arms form a first oil duct together, the second oil grooves on the other two adjacent second cover plates and the side walls of the crank arms form a second oil duct together, and the first oil duct and the second oil duct are independent from each other;
the first oil hole of the first oil duct is communicated with one of the inclined oil holes, and two ends of the first oil duct are respectively communicated with a group of two independent chambers which are opposite in the radial direction;
the second oil hole of the second oil duct is communicated with the other inclined oil hole, and two ends of the second oil duct are respectively communicated with the other group of two independent chambers which are opposite in the radial direction.
Preferably, the crankshaft comprises a front end shaft and a rear end shaft, a plurality of main journals are axially arranged between the front end shaft and the rear end shaft, connecting rod journals are arranged between two adjacent main journals, the main journals and the connecting rod journals are connected through the crank arm, and a first oblique oil hole communicated with the first oil supply hole and the second oil supply hole is formed in the connecting rod journals;
the number of the main journals is four, the number of the connecting rod journals is five, and the main journals, the connecting rod journals and the crank arms are symmetrically arranged by taking one main journal in the middle as the center;
the crank arm for fixing the cover plate is of an axe-like structure, and the longitudinal sections of the rest crank arms are of oval structures.
The invention also provides an engine comprising the engine displacement variable device.
The invention also provides a vehicle comprising the engine.
The invention has the beneficial effects that:
1) The invention relates to an engine displacement variable device, which is characterized in that at least two oil holes which are respectively communicated with a main oil passage hole on a crank shaft are arranged on a main journal of a crank shaft, an eccentric shaft sleeve is sleeved on a connecting rod journal, an eccentric part of the eccentric shaft sleeve is used for sleeving a connecting rod big end of an engine, a rotor cavity is formed between a cover plate and a crank arm, an impeller part of the eccentric shaft sleeve is positioned in the rotor cavity, the rotor cavity is divided into at least two independent chambers by blades of the impeller part, the independent chambers are respectively communicated with an independent oil passage, a valve is arranged between the main oil passage hole and the independent oil passage, and the flow and the pressure of oil which are respectively distributed from the main oil passage hole to the independent oil passage are regulated by the valve, so that the flow and the pressure of the oil which respectively flow into the independent chambers are different, the impeller is pushed to drive the eccentric shaft sleeve to rotate, and the radius of a crank is further changed, thereby realizing the change of the piston stroke and achieving the purpose of changing the engine displacement. The problem that the displacement of the engine is continuously adjustable in a larger range is solved, the dynamic property and economical efficiency of the engine are improved, and the method has popularization and application values in the technical field of automobile engines;
2) According to the engine displacement variable device, the lubricating oil on the engine is used as a driving source of the variable mechanism, other driving mechanisms are not required to be newly added, the engine displacement variable device has the advantages of simple and compact structure, meanwhile, the design change of the original engine is small, the continuous variable of the engine displacement can be realized, main actuating mechanisms with variable displacement are concentrated on a crankshaft assembly, the stability of the system, the popularization and the universality of modularized use are greatly improved, the thermal efficiency of an internal combustion engine is improved, the fuel economy is ensured, and the engine displacement variable device has popularization and application values in the technical field of automobile engines.
Drawings
FIG. 1 is a schematic diagram of the structure of the present invention;
FIG. 2 is a schematic cross-sectional view of the present invention in connection with a piston;
FIG. 3 is a schematic view of the structure of the crankshaft of the present invention;
FIG. 4 is a cross-sectional view taken along line A-A of FIG. 3;
FIG. 5 is a schematic view of the assembly of the crankshaft with the eccentric sleeve and cover plate of the present invention;
FIG. 6 is an exploded view at B in FIG. 5;
FIG. 7 is a schematic view of the structure of the upper semi-eccentric sleeve;
FIG. 8 is a front view of FIG. 7;
FIG. 9 is a left side view of FIG. 7;
FIG. 10 is a schematic view of the lower eccentric sleeve;
fig. 11 is a front view of fig. 10;
FIG. 12 is a left side view of FIG. 10;
FIG. 13 is a schematic view of the structure of the first cover plate;
FIG. 14 is a schematic view of the structure of the second cover plate;
fig. 15 is a schematic diagram showing an increase in engine exhaust amount;
FIG. 16 is a schematic view of the position of the valve spool within the oil pressure control valve of FIG. 15;
FIG. 17 is a cross-sectional view taken along line C-C of FIG. 15;
FIG. 18 is a schematic diagram of engine displacement reduction;
FIG. 19 is a schematic view showing the position of the valve spool inside the oil pressure control valve of FIG. 18;
FIG. 20 is a cross-sectional view taken along line C-C of FIG. 18;
fig. 21 is a schematic diagram showing the position of the valve element inside the oil pressure control valve when the engine displacement is unchanged.
The engine comprises a crank case and a main oil duct hole, wherein the crank case is 1-and the main oil duct hole is 101-; 2-main journal, 201-oil hole, 202-one two oil supply holes; 3-connecting rod journals, 301-first oblique oil holes; 4-an engine connecting rod; 5-crank arm, 501-oblique oil hole; 6-leaf blades; 7-valve, 701-valve core; 8-upper half eccentric shaft sleeve, 801-upper half eccentric part, 802-upper half impeller part; 9-lower half eccentric shaft sleeve, 901-lower half eccentric part, 902-lower half impeller part; 10-a first cover plate; 11-a second cover plate; 12-screws; 13-a first oil groove; 14-a second oil groove; 15-a first oil hole; 16-a second oil hole; 17-front end shaft; 18-a rear end shaft; 19-ECU; 20-a piston; 21-a first upper rotor chamber; 22-a first lower rotor chamber; 23-a second upper rotor chamber; 24-second lower rotor chamber.
Detailed Description
Further advantages and effects of the present invention will become readily apparent to those skilled in the art from the disclosure herein, by referring to the accompanying drawings and the preferred embodiments. The invention may be practiced or carried out in other embodiments that depart from the specific details, and the details of the present description may be modified or varied from the spirit and scope of the present invention. It should be understood that the preferred embodiments are presented by way of illustration only and not by way of limitation.
It should be noted that the illustrations provided in the following embodiments merely illustrate the basic concept of the present invention by way of illustration, and only the components related to the present invention are shown in the drawings and are not drawn according to the number, shape and size of the components in actual implementation, and the form, number and proportion of the components in actual implementation may be arbitrarily changed, and the layout of the components may be more complicated.
The device comprises a crankshaft and a crank case 1, wherein at least two oil holes 201 are formed in a main journal 2 of the crankshaft and are respectively communicated with a main oil passage hole 101 in the crank case 1 to form at least two independent oil passages;
the connecting rod journal 3 of the crankshaft is sleeved with an eccentric shaft sleeve, the eccentric shaft sleeve comprises an eccentric part and an impeller part, and the eccentric part is used for sleeving a big head of an engine connecting rod 4;
the crank arm 5 of the crankshaft is provided with a cover plate, a rotor cavity is formed by the cover plate and the crank arm 5, the impeller part is positioned in the rotor cavity, the rotor cavity is divided into at least two independent cavities by the blades 6 of the impeller part, and each independent cavity is respectively communicated with an independent oil duct;
a valve 7 is arranged between the main oil passage hole 101 and the independent oil passage, and the flow and the pressure of oil flowing into the independent oil passage from the main oil passage hole 101 are regulated through the valve 7, so that the flow and the pressure of the oil flowing into the independent cavity are different, the vane 6 is pushed to drive the eccentric shaft sleeve to rotate, the radius of the crank is changed, and the change of the engine displacement is realized.
The main journal of the crankshaft is provided with at least two oil holes which are respectively communicated with the main oil passage holes on the crankcase, the connecting rod journal is sleeved with the eccentric shaft sleeve, the eccentric part of the eccentric shaft sleeve is used for sleeving the big end of the connecting rod of the engine, a rotor cavity is formed between the cover plate and the crank arm, the impeller part of the eccentric shaft sleeve is positioned in the rotor cavity, the rotor cavity is divided into at least two independent cavities by the blades of the impeller part, the independent cavities are respectively communicated with the independent oil passages, meanwhile, a valve is arranged between the main oil passage holes and the independent oil passages, the flow and the pressure of oil which respectively flow into the independent oil passages from the main oil passage holes are regulated by the valve, the flow and the pressure of the oil which respectively flow into the independent cavities are different, the impeller is pushed to drive the eccentric shaft sleeve to rotate, and the radius of the crank is further changed, so that the change of the piston stroke is realized, and the aim of changing the engine displacement is achieved. The problem that the displacement of the engine is continuously adjustable in a larger range is solved, and the dynamic property and the economical efficiency of the engine are improved.
In this embodiment, the valve 7 is an oil pressure control valve, and the oil pressure control valve is electrically connected to the ECU19, and a signal is transmitted to the oil pressure control valve by the ECU19 to regulate and distribute the flow rate and pressure of the oil flowing into the independent chamber.
The oil holes 201 are regularly arranged on the main journal 2 of the crankshaft, and the arrangement rule is that for two adjacent main journals 2, one main journal 2 is provided with two oil supply holes 202 which are communicated with the main oil passage hole 101 on the crankcase 1, and the other main journal 2 is provided with two oil holes 201 which are respectively communicated with the main oil passage hole 101 on the crankcase 1 to form two independent oil passages.
The oil holes are formed in the main journal without the two oil holes, and are regularly arranged, so that the strength of the crankshaft and the balance of rotation of the crankshaft are ensured, and the oil way is conveniently arranged.
The cover plate and the crank arm 5 form two rotor cavities, the two rotor cavities are divided into four independent cavities by the two blades 6 of the impeller part, the two rotor cavities are symmetrically distributed along the radial direction, the two independent cavities which are opposite along the radial direction of the impeller part are a group of independent cavities, and the two independent cavities are respectively communicated with the two independent oil ducts.
The eccentric shaft sleeve comprises an upper half eccentric shaft sleeve 8 and a lower half eccentric shaft sleeve 9 which are mirror symmetry;
the upper half eccentric sleeve 8 includes an upper half eccentric portion 801 and an upper half impeller portion 802, and the lower half eccentric sleeve 9 includes a lower half eccentric portion 901 and a lower half impeller portion 902;
the upper impeller half 802 and the lower impeller half 902 are each provided with one blade 6, the blades 6 being located in two rotor cavities, respectively.
In this embodiment, the blades on the upper impeller half are located at the top end position and the blades on the lower impeller half are located at the bottom end position. The journal and bore of the impeller portion are not eccentric and the variable range of engine travel is approximately equal to the amount of eccentricity of the eccentric portion of the eccentric sleeve.
Two inclined oil holes 501 are arranged on the crank arm 5 connected with the main journal 2 provided with the two oil holes 201, one end of one inclined oil hole 501 is communicated with one oil hole 201 through an oil passage in the crankshaft, the other end is communicated with one group of independent chambers, one end of the other inclined oil hole 501 is communicated with the other oil hole 201 through an oil passage in the crankshaft, and the other end is communicated with the other group of independent chambers.
In fig. 2, the valve 7 adjusts and distributes the flow and pressure of the oil flowing through the two oil holes 201 from the main oil passage hole 101 respectively, so that the flow and pressure of the oil flowing into the two groups of independent chambers from the two oblique oil holes are different, the impeller 6 is pushed to rotate the eccentric shaft sleeve, the rotating direction and the rotating angle of the eccentric part on the eccentric shaft sleeve are different, the connecting rod is driven to move upwards or downwards, and the radius of the crank is changed, thereby realizing the change of the stroke of the piston 20 and achieving the purpose of adjusting the displacement of the engine.
A cover plate is arranged on one side, close to the connecting rod journal 3, of the crank arm 5 connected with the main journal 2 provided with the two oil holes 201;
the cover plate comprises a first cover plate 10 and a second cover plate 11, which are fixed on the crank arm 5 through screws 12;
two independent first oil grooves 13 are formed in the side walls of the first cover plate 10 and the second cover plate 11 respectively, the first oil grooves 13 close to each other in pairs on the first cover plate 10 and the second cover plate 11 and the side walls of the crank arms 5 form a rotor cavity together, and the other first oil grooves 13 close to each other in pairs and the side walls of the crank arms 5 form another rotor cavity together.
Two independent second oil grooves 14 are formed in the side walls of the first cover plate 10 and the second cover plate 11 respectively, the second oil grooves 14 on the first cover plate 10 and the second cover plate 11 which are close to each other in pairs and the side wall of the crank arm 5 form a first oil passage together, the second oil grooves 14 on the other cover plate 10 and the second cover plate 11 which are close to each other in pairs and the side wall of the crank arm 5 form a second oil passage together, and the first oil passage and the second oil passage are independent from each other;
the first oil hole 15 of the first oil passage is communicated with one of the inclined oil holes 501, and two ends of the first oil passage are respectively communicated with a group of two independent chambers which are opposite in radial direction;
the second oil hole 16 of the second oil passage is communicated with the other inclined oil hole 501, and two ends of the second oil passage are respectively communicated with the other group of two independent chambers which are opposite in radial direction.
In this embodiment, the first oil hole and the second oil hole are respectively located on the first cover plate and the second cover plate.
The crankshaft comprises a front end shaft 17 and a rear end shaft 18, a plurality of main journals 2 are axially arranged between the front end shaft 17 and the rear end shaft 18, connecting rod journals 3 are arranged between two adjacent main journals 2, the main journals 2 and the connecting rod journals 3 are connected through crank arms 5, and a first inclined oil hole 301 communicated with two oil supply holes 202 is formed in the connecting rod journals 3;
the number of the main journals 2 is four, the number of the connecting rod journals 3 is five, and the main journals 2, the connecting rod journals 3 and the crank arms 5 are symmetrically arranged by taking the middle main journal 2 as the center;
the crank arm 5 for fixing the cover plate is of an axe-like structure, and the longitudinal sections of the rest crank arms 5 are of oval structures.
The main oil passage hole of the engine is communicated with the first inclined oil hole of the connecting rod journal, and the lubricating oil of the engine flows to the first inclined oil hole from the main oil passage hole and then flows to the first inclined oil hole from the first oil hole.
In this embodiment, two oil holes are provided in the first, third and fifth main journals among the five main journals, and one two oil holes are provided in the second and fourth main journals.
There is also provided in this embodiment an engine including the engine displacement variable device in this embodiment.
Also provided in this embodiment is a vehicle including the engine in this embodiment.
The engine displacement variable device in the embodiment is characterized in that on the basis that the existing crankshaft is provided with a two-oil-supply-hole structure, two oil holes are formed in a main journal which does not supply oil to a connecting rod journal, and two inclined oil holes are formed in a crank arm part and are respectively communicated with the oil holes of the main journal, so that two independent oil channels are formed.
Of course, in the actual production process, it is feasible to provide a plurality of oil holes on the main journal and to provide oil holes on the main journal with one oil supply hole and two oil supply holes, and the purpose is to form independent oil channels so as to realize different amounts and pressures of engine oil flowing into two groups of independent chambers, and further push the eccentric shaft sleeve to rotate, so that the radius of the crank is changed, the piston stroke is changed, and the change of the engine displacement is realized.
Meanwhile, in the actual production process, a plurality of oil grooves with different sizes can be respectively formed in the first cover plate and the second cover plate, the larger oil grooves on the first cover plate and the second cover plate are fixed on the crankshaft and respectively form a rotor cavity with the end face of the crank arm, the smaller oil grooves on the first cover plate and the second cover plate are fixed on the crankshaft and respectively form a first oil duct and a second oil duct which are mutually independent with the end face of the crank arm, and the first oil duct and the second oil duct which are mutually independent are respectively communicated with two oblique oil holes on the crank arm. Two blades on an eccentric shaft sleeve connected with an engine connecting rod mechanism are respectively arranged in two rotor cavities to form four independent cavities, two independent cavities which are opposite in the radial direction form a group of independent cavities, and then engine oil flow and flow directions in two independent oil channels of engine oil flow are distributed according to signals of an ECU through an engine oil pressure control valve, so that the flow rates of the lubricating oil entering the two groups of independent cavities are different, the blades are pushed to change the rotating direction and angle of the eccentric shaft sleeve, the piston stroke is changed, and the purpose of adjusting the engine displacement is achieved.
In the present embodiment, two oil holes are provided in the main journal, and the case where the engine displacement becomes large or small will be described.
As shown in fig. 15 to 17, as a schematic diagram of the increased engine displacement, when the ECU19 determines that the displacement is required to be increased according to the operating condition of the engine, the ECU19 transmits a control signal to the oil pressure control valve 7, and the oil pressure control valve 7 moves rightward through the valve spool 701 to change the oil path flowing into the crankshaft, even if the lubricating oil in the main oil path flows through one oil hole of the main journal 2 and one inclined oil hole 501 of the crank arm 5 through the right oil path, from the first oil hole 15 into the first oil path, and then flows into a set of independent chambers (i.e., a first upper rotor chamber 21 of the first rotor chamber and a second lower rotor chamber 24 of the second rotor chamber in fig. 17) which are diametrically opposite, and the lubricating oil in the other set of independent chambers (i.e., a first lower rotor chamber 22 of the second rotor chamber and a second upper rotor chamber 23 of the first rotor chamber in fig. 17) returns to the oil pressure control valve 7 from the second oil hole 16, so as to push the two blades 6 of the eccentric sleeve to rotate clockwise about the connecting rod journal 3, and then move downward from the center of the connecting rod 3 away from the rotational center of the crankshaft assembly, thereby increasing the engine displacement. The solid arrows in fig. 16 and 17 indicate directions in which the lubricating oil flows in, and the broken arrows indicate directions in which the lubricating oil flows back.
As shown in fig. 18 to 20, in order to illustrate the principle of decreasing the engine displacement, when the ECU19 determines that the displacement needs to be decreased according to the working condition of the engine, the ECU19 transmits a control signal to the oil pressure control valve 7, and the oil pressure control valve 7 moves leftwards through the valve element 701 to change the oil path flowing into the crankshaft, even if the lubricating oil in the main oil path flows through the other oil hole of the main journal 2 and the other inclined oil hole 501 of the crank arm 5 through the left oil path, enters the second oil path from the second oil hole 16, and then flows into the other diametrically opposite independent chambers (i.e., the second upper rotor chamber 23 of the first rotor chamber and the first lower rotor chamber 22 of the second rotor chamber in fig. 20), and the lubricating oil in the diametrically opposite independent chambers (i.e., the first upper rotor chamber 21 of the first rotor chamber and the second lower rotor chamber 24 of the second rotor chamber in fig. 20) returns to the oil pressure control valve 7 from the first oil hole 15, thereby pushing the two vane 6 of the eccentric shaft sleeve to rotate anticlockwise with the shaft journal 3 as the center, and the center of the eccentric shaft sleeve shaft is moved close to the center of the rotation of the crankshaft assembly, and the engine piston 4 moves upwards, thereby decreasing the engine displacement. The solid arrows in fig. 18 and 19 indicate directions in which the lubricating oil flows in, and the broken arrows indicate directions in which the lubricating oil flows back. The stroke of the engine is reduced.
As shown in fig. 21, when the ECU19 determines that the present displacement is required to continue running, i.e., the engine displacement is unchanged, according to the working condition of the engine, the ECU19 transmits a signal to the oil pressure control valve 7, the oil pressure control valve 7 moves to the middle through the valve core, the oil path leading to the crankshaft is closed, and the upper and lower eccentric sleeves do not rotate.
According to the engine displacement variable device, the engine and the vehicle, the main journal of the crankshaft is provided with at least two oil holes which are respectively communicated with the main oil passage holes in the crankcase, the connecting rod journal is sleeved with the eccentric shaft sleeve, the eccentric part of the eccentric shaft sleeve is used for sleeving the connecting rod big head of the engine, the rotor cavity is formed between the cover plate and the crank arm, the impeller part of the eccentric shaft sleeve is positioned in the rotor cavity, the rotor cavity is divided into at least two independent cavities by the blades of the impeller part, the independent cavities are respectively communicated with the independent oil passages, meanwhile, the valve is arranged between the main oil passage holes and the independent oil passages, the flow and the pressure of oil respectively flowing into the independent oil passages from the main oil passage holes are regulated through the valve, so that the impeller is pushed to drive the eccentric shaft sleeve to rotate, the radius of the crank is further changed, and the purpose of changing the piston stroke is achieved, and the purpose of changing the engine displacement is achieved. The displacement of the engine is continuously adjustable within a larger range, the dynamic property and economical efficiency of the engine are improved, and the method has popularization and application values in the technical field of automobile engines.
The above embodiments are merely preferred embodiments for fully explaining the present invention, and the scope of the present invention is not limited thereto. Equivalent substitutions and modifications will occur to those skilled in the art based on the present invention, and are intended to be within the scope of the present invention.
Claims (10)
1. The engine displacement variable device comprises a crankshaft and a crankcase (1), and is characterized in that at least two oil holes (201) are formed in a main journal (2) of the crankshaft and are respectively communicated with a main oil passage hole (101) in the crankcase (1) to form at least two independent oil passages;
an eccentric shaft sleeve is sleeved on a connecting rod journal (3) of the crankshaft, the eccentric shaft sleeve comprises an eccentric part and an impeller part, and the eccentric part is used for sleeving a big head of an engine connecting rod (4);
a cover plate is arranged on a crank arm (5) of the crankshaft, a rotor cavity is formed by the cover plate and the crank arm (5), the impeller part is positioned in the rotor cavity, the rotor cavity is divided into at least two independent cavities by blades (6) of the impeller part, and each independent cavity is respectively communicated with one independent oil duct;
the oil pump is characterized in that a valve (7) is arranged between the main oil duct hole (101) and the independent oil duct, the flow and the pressure of oil flowing into the independent oil duct from the main oil duct hole (101) are regulated through the valve (7), so that the flow and the pressure of oil flowing into the independent cavity are different, the impeller (6) is pushed to drive the eccentric shaft sleeve to rotate, the radius of the crank is changed, and the change of the engine displacement is realized.
2. The variable displacement engine displacement device according to claim 1, wherein the oil holes (201) are regularly arranged on main journals (2) of the crankshaft, and the arrangement is that, for two adjacent main journals (2), one main journal (2) is provided with two oil supply holes (202) and is communicated with a main oil passage hole (101) on the crankcase (1), and the other main journal (2) is provided with two oil holes (201) and are respectively communicated with the main oil passage holes (101) on the crankcase (1) to form two independent oil passages.
3. An engine displacement variable device according to claim 2, wherein the cover plate and the crank arm (5) form two rotor chambers, the two rotor chambers are divided into four independent chambers by two blades (6) of the impeller portion, the two rotor chambers are symmetrically distributed along the radial direction, the two independent chambers which are opposite along the radial direction of the impeller portion are a group of independent chambers, and the two independent chambers are respectively communicated with the two independent oil passages.
4. A variable engine displacement device according to claim 3, wherein the eccentric sleeve comprises an upper half eccentric sleeve (8) and a lower half eccentric sleeve (9), which are mirror images of each other;
the upper half eccentric shaft sleeve (8) comprises an upper half eccentric part (801) and an upper half impeller part (802), and the lower half eccentric shaft sleeve (9) comprises a lower half eccentric part (901) and a lower half impeller part (902);
the upper impeller half (802) and the lower impeller half (902) are each provided with one of the blades (6), the blades (6) being located in two rotor chambers respectively.
5. A variable displacement engine displacement device according to claim 3, wherein the crank arm (5) connected to the main journal (2) provided with two oil holes (201) is provided with two inclined oil holes (501), one end of one inclined oil hole (501) is communicated with one oil hole (201) through an oil passage in the crankshaft, the other end is communicated with one independent chamber, and one end of the other inclined oil hole (501) is communicated with the other oil hole (201) through an oil passage in the crankshaft, and the other end is communicated with the other independent chamber.
6. A variable displacement engine according to claim 3, wherein the crank arm (5) connected to the main journal (2) provided with two oil holes (201) is provided with the cover plate on a side close to the connecting rod journal (3);
the cover plate comprises a first cover plate (10) and a second cover plate (11), and the first cover plate and the second cover plate are fixed on the crank arm (5) through screws (12);
two independent first oil grooves (13) are formed in the side walls of the first cover plate (10) and the second cover plate (11), the first oil grooves (13) which are close to each other in pairs on the first cover plate (10) and the second cover plate (11) and the side walls of the crank arms (5) form a rotor cavity together, and the other rotor cavity is formed by the other two first oil grooves (13) which are close to each other and the side walls of the crank arms (5) together.
7. The variable displacement engine displacement device according to claim 6, wherein two independent second oil grooves (14) are formed in the side walls of the first cover plate (10) and the second cover plate (11), the second oil grooves (14) on the first cover plate (10) and the second cover plate (11) which are close to each other in pairs form a first oil passage together with the side wall of the crank arm (5), the second oil grooves (14) on the other cover plate which are close to each other in pairs form a second oil passage together with the side wall of the crank arm (5), and the first oil passage and the second oil passage are independent of each other;
the first oil hole (15) of the first oil duct is communicated with one of the inclined oil holes (501), and two ends of the first oil duct are respectively communicated with a group of two independent chambers which are opposite in radial direction;
the second oil hole (16) of the second oil duct is communicated with the other inclined oil hole (501), and two ends of the second oil duct are respectively communicated with the other group of two independent chambers which are opposite in the radial direction.
8. The variable displacement engine displacement device according to claim 2, wherein the crankshaft comprises a front end shaft (17) and a rear end shaft (18), a plurality of main journals (2) are axially arranged between the front end shaft (17) and the rear end shaft (18), connecting rod journals (3) are arranged between two adjacent main journals (2), the main journals (2) and the connecting rod journals (3) are connected through the crank arm (5), and a first oblique oil hole (301) communicated with the two oil supply holes (202) is formed in the connecting rod journals (3);
the number of the main journals (2) is four, the number of the connecting rod journals (3) is five, and the main journals (2), the connecting rod journals (3) and the crank arms (5) are symmetrically arranged by taking the middle main journal (2) as the center;
the crank arm (5) for fixing the cover plate is of an axe-like structure, and the longitudinal sections of the rest crank arms (5) are of oval structures.
9. An engine comprising the engine displacement variable device according to any one of claims 1 to 8.
10. A vehicle comprising the engine of claim 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210289332.0A CN114673587B (en) | 2022-03-23 | 2022-03-23 | Engine displacement variable device, engine and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210289332.0A CN114673587B (en) | 2022-03-23 | 2022-03-23 | Engine displacement variable device, engine and vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN114673587A CN114673587A (en) | 2022-06-28 |
| CN114673587B true CN114673587B (en) | 2023-09-22 |
Family
ID=82073926
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202210289332.0A Active CN114673587B (en) | 2022-03-23 | 2022-03-23 | Engine displacement variable device, engine and vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN114673587B (en) |
Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2015075095A (en) * | 2013-10-07 | 2015-04-20 | 山内 幸作 | Crank holder swing type compression ratio variable device |
| CN106704005A (en) * | 2015-11-12 | 2017-05-24 | 王京堂 | Mechanism capable of continuously changing engine compression ratio |
| JP2018112129A (en) * | 2017-01-12 | 2018-07-19 | スズキ株式会社 | Variable compression ratio mechanism |
| CN108843449A (en) * | 2018-09-11 | 2018-11-20 | 吉林大学 | A kind of single-cylinder engine with hydraulic variable compression ratio mechanism |
| CN209586924U (en) * | 2019-02-21 | 2019-11-05 | 山东科发动力有限公司 | Engine crankshaft |
| CN111927872A (en) * | 2020-09-15 | 2020-11-13 | 重庆科技学院 | Crankshaft system of internal combustion engine with variable compression ratio, internal combustion engine and control method thereof |
| CN213598033U (en) * | 2020-11-17 | 2021-07-02 | 湖南机油泵股份有限公司 | Full-variable displacement oil pump integrated with safety valve functional slide block |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US10746095B2 (en) * | 2019-01-22 | 2020-08-18 | Ford Global Technologies, Llc | Variable compression ratio engine with hydraulically actuated locking system |
-
2022
- 2022-03-23 CN CN202210289332.0A patent/CN114673587B/en active Active
Patent Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2015075095A (en) * | 2013-10-07 | 2015-04-20 | 山内 幸作 | Crank holder swing type compression ratio variable device |
| CN106704005A (en) * | 2015-11-12 | 2017-05-24 | 王京堂 | Mechanism capable of continuously changing engine compression ratio |
| JP2018112129A (en) * | 2017-01-12 | 2018-07-19 | スズキ株式会社 | Variable compression ratio mechanism |
| CN108843449A (en) * | 2018-09-11 | 2018-11-20 | 吉林大学 | A kind of single-cylinder engine with hydraulic variable compression ratio mechanism |
| CN209586924U (en) * | 2019-02-21 | 2019-11-05 | 山东科发动力有限公司 | Engine crankshaft |
| CN111927872A (en) * | 2020-09-15 | 2020-11-13 | 重庆科技学院 | Crankshaft system of internal combustion engine with variable compression ratio, internal combustion engine and control method thereof |
| CN213598033U (en) * | 2020-11-17 | 2021-07-02 | 湖南机油泵股份有限公司 | Full-variable displacement oil pump integrated with safety valve functional slide block |
Also Published As
| Publication number | Publication date |
|---|---|
| CN114673587A (en) | 2022-06-28 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| AU2008274889B2 (en) | Mechanism for internal combustion piston engines | |
| US6397794B1 (en) | Piston engine assembly | |
| JP5221390B2 (en) | Internal combustion engine with variable compression ratio | |
| CN101392684B (en) | Cylinder double-face cam axial piston type crankless internal combustion engine | |
| EP0177214B1 (en) | Compact internal combustion engines | |
| US4473041A (en) | Rotary valve engine | |
| CN114673587B (en) | Engine displacement variable device, engine and vehicle | |
| CN101737110B (en) | Single overhead camshaft air inlet phase continuous variable mechanism of motorcycle engine | |
| US3855903A (en) | Engines, pumps and motors | |
| JP2012112386A (en) | Internal combustion engine | |
| CN204877575U (en) | Quick VVT of automatically controlled hydraulic pressure of piezo electric crystal and VVL device | |
| CN201934186U (en) | Rotary piston internal-combustion engine | |
| CN2926554Y (en) | Double-liquid high-pressure pump | |
| US7634982B2 (en) | Intake manifold | |
| US6705269B2 (en) | Four-cycle engine | |
| CN101122244A (en) | Rotary axle valve type engine valve train device | |
| CN216477705U (en) | Plunger pump | |
| CN201581947U (en) | Air inlet phase continuous variable mechanism of single over head cam shaft of engine | |
| CN112761787B (en) | V-type double-acting diesel engine | |
| CN210265112U (en) | Two-stage parallel type oil pump | |
| US3871245A (en) | Connection rod bearing for internal combustion engines | |
| CN2737951Y (en) | Fixed axis and fixed vane rotary engine | |
| CN116357452A (en) | Double-crankshaft serial piston type four-stroke engine | |
| US20020062804A1 (en) | Valve system for engine | |
| EP0974743A1 (en) | Lubrication system of reciprocating piston type compressor for engine supercharging |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |