CN201241757Y - Variable compression ratio apparatus of piston engine - Google Patents
Variable compression ratio apparatus of piston engine Download PDFInfo
- Publication number
- CN201241757Y CN201241757Y CNU2008200782973U CN200820078297U CN201241757Y CN 201241757 Y CN201241757 Y CN 201241757Y CN U2008200782973 U CNU2008200782973 U CN U2008200782973U CN 200820078297 U CN200820078297 U CN 200820078297U CN 201241757 Y CN201241757 Y CN 201241757Y
- Authority
- CN
- China
- Prior art keywords
- eccentric
- compression ratio
- connecting rod
- lower bearing
- variable compression
- 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.)
- Expired - Fee Related
Links
Images
Landscapes
- Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
The utility model relates to a crank connecting rod mechanism for engines, in particular to a variable compression device for reciprocal piston type engine crank connecting rod mechanisms, wherein a connecting rod (2) and a connecting rod axle neck (3) on the crank are connected via an eccentric upper bearing (9) and an eccentric lower bearing (10), a balance weight (7) on the crank is machined with a slide way and a step hole communicated with the slide way, an eccentric slider (6) is mounted in the chute and is connected with the eccentric lower bearing (10) via a draw rod (4), the small diameter part of the step hole is mounted with an adjusting bolt (11) mounted with a lock nut (12), while the large diameter part is mounted with a return spring (8) which two ends are respectively connected with the adjusting bolt (11) and the eccentric slider (5). The variable compression device has simple structure and small volume, and adopts the rotations of the eccentric upper bearing the eccentric lower bearing which are mounted on the crank connecting rod axle neck to change the stroke of a piston, thereby changing volume of the cylinder combustion chamber, to change the compression ratio.
Description
Technical field
The utility model relates to a kind of connecting rod of motor, especially a kind of variable compression ratio device of conventional engine connecting rod.
Technical background
The compression ratio of conventional engine just is meant the ratio of combustion chamber volume when the volume of whole cylinder when piston is positioned at lower dead center and piston are positioned at top dead center.Compression ratio is the important design parameter of motor, and its size has material impact to engine cylinder internal combustion situation and combustion thermal efficiency, thereby the performance of motor is had material impact.Generally speaking, the motor that compression ratio is lower, it is soft to work, but power character is not strong, and oil consumption is also higher; The motor that compression ratio is higher, power character strengthens, and fuel consumption rate descends.Cause pinking easily but compression ratio is too high, not only send sharp-pointed engine knock sound, and cause that power descends and oil consumption is risen, and the life-span of reduction motor.Therefore, various motors have all designed the proper compression ratio.
The compression ratio of general motor is immutable.Fixedly only in certain speed range " the best ", promptly the performances such as power character, rate of fuel consumption and work soften at this speed range intrinsic motivation reach best to the motor of compression ratio.If can be implemented in the interior alterable compression ratio of the speed range of motor, just might realize that engine performance all reaches best when various rotating speed.
The SVC motor of Sa Bo (Saab) company exploitation is to change the fuel consumption of compression ratio control motor.The core of its technology is exactly that the wedge type slide block is installed between cylinder body and cylinder cap, makes cylinder body and cylinder cap relative position change, and has changed the volume of firing chamber, thereby has changed compression ratio.Its compression ratio range can change between from 8.0 to 14.0.This motor is 1.6 liter of 5 Cylinder engine, peak output 166kw, and Maximum Torque 305N-m, comprehensive oil consumption has reduced about 30% than conventional engine.
Summary of the invention
In order to realize that motor can both reach optimum performance in whole speed range, the utility model provides a kind of variable compression ratio device of reciprocating engine, and this apparatus structure is simple, is installed in the compression ratio that can change motor on the motor.
In order to solve the problems of the technologies described above, the technological scheme that the utility model adopted is: a kind of reciprocating engine variable compression ratio device, this device comprises piston, piston links to each other with bent axle by connecting rod, and described connecting rod is connected with eccentric lower bearing by eccentric top bearing shell with rod journal on the bent axle; A slideway of processing and a shoulder hole that communicates with it on the balancer weight on the bent axle wherein, are installed centrifugal slider in the slideway, centrifugal slider is connected by pull bar with eccentric lower bearing; The path of shoulder hole is partly installed the adjustment bolt, adjusts on the bolt locking nut is installed, and the large-diameter portion of shoulder hole divides installs return spring, and the two ends of return spring connect respectively adjusts bolt and centrifugal slider.
As preferred structure of the present utility model, baffle plate and cover plate have been installed by the slideway place of described crankshaft balance weight.
The utility model is simple in structure, volume is little, and is in light weight, realizes the variation of stroke of piston by the rotation that is installed in eccentric top bearing shell on the rod journal and eccentric lower bearing, and then combustion chamber of air cylinder's volume is changed, its compression ratio is changed, and engine speed is high more, and the angle that eccentric top bearing shell and eccentric lower bearing turn over is big more, piston head is far away more from the distance of crankshaft main journal, combustion chamber volume is more little, and compression ratio is big more, has improved the power character and the fuel economy of motor.
Description of drawings
Below in conjunction with the drawings and specific embodiments the utility model is done explanation in further detail.
Fig. 1 is the plan view of the variable compression ratio device of reciprocating engine;
Fig. 2 is the side view of the variable compression ratio device of reciprocating engine;
Fig. 3 is the partial enlarged drawing of the variable compression ratio device of reciprocating engine;
Fig. 4 is the partial sectional view of crankshaft balance weight of the variable compression ratio device of reciprocating engine;
Fig. 5 is the design curve of compression ratio with rotation speed change.
Embodiment
The utility model relates to a kind of device that can change the compression ratio of conventional engine.This device is the eccentric bearing shell that the connecting rod bearing shell of common conventional engine is designed to the inside and outside circle decentraction, this off-centre bearing shell can turn over limited angle around the rod journal of bent axle, change the length of crankshaft crank with this, promptly changed stroke of piston, thereby changed compression ratio.
As depicted in figs. 1 and 2, piston 1 links to each other with the rod journal 3 of bent axle by connecting rod 2.Be with two eccentric top bearing shells 9 and eccentric lower bearing 10 on the rod journal 3.In traditional motor, the inside and outside circle of two bearing shells is concentric, that is the attachment hole of connecting rod 2 is concentric with the rod journal 3 of bent axle.And the eccentric top bearing shell 9 that the utility model provides and eccentric lower bearing 10 formed cylindrical and interior round decentraction, there is a throw of eccentric in the center of circle of the two.Eccentric top bearing shell 9 and eccentric lower bearing 10 can be done the rotation of limited angle around rod journal 3, change the effective length of crankshaft crank with this.The middle part of eccentric top bearing shell 9 along the circumferential direction has elongated slot, passes through for lubricant oil.
Opposite direction at the rod journal 3 of bent axle is furnished with crankshaft balance weight 7.Side in crankshaft balance weight 7 is provided with slideway, and centrifugal slider 5 is housed in slideway.Between centrifugal slider 5 and eccentric lower bearing 10, link to each other by pull bar 4.When centrifugal slider 5 be subjected to action of centrifugal force along slideway when slide in the outside of crankshaft counterbalance quality 7, pull bar 4 eccentric top bearing shells 9 of pulling and eccentric lower bearing 10 rotate around rod journal 3.The rotation of eccentric top bearing shell 9 and eccentric lower bearing 10 makes the center of attachment hole of connecting rod 2 away from the center of rod journal 3, and the length of the crank that promptly extended has increased stroke of piston, has reduced combustion chamber volume, thereby has played the effect of increasing compression ratio.Engine speed is high more, and the centrifugal force that centrifugal slider 5 obtains is big more, and the distance that centrifugal slider 5 outwards slides is big more, and the angle that eccentric top bearing shell 9 and eccentric lower bearing 10 turn over is big more, and the stroke of piston increasing amount is big more, and the value added of compression ratio is also just big more.
Another side at bent axle is provided with the shoulder hole that communicates with slideway, installs in it and adjusts bolt 11, as shown in Figure 4.The inner of adjusting bolt 11 connects return spring 8, and the other end of return spring 8 links to each other with centrifugal slider 5, and there is a locking nut 12 outer end of adjusting bolt 11.Rotate and adjust bolt 11, promptly adjusted the pretightening force of return spring 8.The size of pretightening force has determined the engine speed that centrifugal slider 5 begins to slide, thereby has also just determined the engine speed that compression ratio begins to change.When centrifugal slider 5 slides into the outermost end of slideway, be subjected to stopping of catch 6, this moment, pull bar 4 eccentric top bearing shells 9 of pulling and eccentric lower bearing 10 turned over maximum angle, and the compression ratio of motor reaches maximum value.When engine speed continues to improve, compression ratio will no longer increase.
When engine rotation, eccentric top bearing shell 9 and eccentric lower bearing 10 inside and outside circles will be subjected to the opposite friction torque of direction.Two friction torque all are to change in the cycle, and the frequency of variation is directly proportional with engine speed.For reducing of the influence of frequency higher friction moment, cover plate 13 is set in the slideway outer end to centrifugal slider 5 equilibrium positions.The dampening chamber that has formed the slideway outer end by centrifugal slider 5, cover plate 13, baffle plate 6.The lubricant oil that splashes enters by the slit around the centrifugal slider 5 and is full of dampening chamber, and the damping force of lubricant oil stops centrifugal slider 5 not slide fast.
Motor is in running, and the bent axle high speed rotating is installed in the interior centrifugal slider 5 of crankshaft balance weight 7 slideways and also rotates around crankshaft main journal.Rotatablely move down at this, centrifugal slider 5 has produced away from the outside centrifugal force of crankshaft main journal, forces centrifugal slider 5 outwards to move, and centrifugal slider 5 drives pull bar 4 motions by pin, pull bar 4 orders about eccentric top bearing shell 9 by pin 14 again and eccentric lower bearing 10 rotates, as shown in Figure 3.The rotation of eccentric top bearing shell 9 and eccentric lower bearing 10 makes the distance at crank pin end pore center and crankshaft main journal center that change take place, just be equivalent to change the length of crank, make stroke of piston that variation take place, thereby changed combustion chamber volume, play the effect that changes compression ratio.
Eccentric top bearing shell 9 links to each other with the centrifugal slider of opening in the slideway of crankshaft balance weight 75 by pull bar 4 with eccentric lower bearing 10.When engine speed increased, centrifugal slider 5 eccentric top bearing shells 9 of pulling and eccentric lower bearing 10 rotated, and increase stroke of piston, increasing compression ratio, on the contrary reduce compression ratio.The return spring 8 and the adjustment bolt 11 that are installed in the shoulder hole make centrifugal slider 5, eccentric top bearing shell 9 and eccentric lower bearing 10 returns, and adjust the initial rotating speed that becomes compression ratio.Be arranged on the semiclosed dampening chamber in the crankshaft balance weight 7, slide block movement played damping function by lubricant oil.
Be example with certain 1.8 liter of 4 Cylinder engine below, its parameter is as follows:
Compression ratio ε=10;
Cylinder bore φ=83mm;
Stroke of piston S=83mm;
Single cylinder swept volume V
g=449ml;
Combustion chamber volume Vr=50ml.
Eccentric bearing shell throw of eccentric: e=1.414mm;
Rotatable angle: the θ of eccentric bearing shell=± 45 °, this angle is counted from middle position;
But stroke of piston excursion: Δ S=± 1mm;
Minimum compression ratio when stroke of piston reduces 1mm: ε
Min=8.9;
Maximum compression ratio when stroke of piston increases 1mm: ε
Max=11.3;
Figure 5 shows that the design curve of the compression ratio of employing motor of the present utility model with rotation speed change.Because engine knock mainly occurs in slow-speed of revolution section, so the rotating speed interval from the idling to 1500r/m is designed to minimum compression ratio, ε
Min=8.9; To the maximum speed interval, be designed to maximum compression ratio from 3000r/m, ε
Max=11.3; In 1500～3000r/m rotating speed interval is the compression ratio constant interval, and compression ratio increases with the rotating speed raising.
Claims (2)
1, a kind of reciprocating engine variable compression ratio device, this device comprises eccentric top bearing shell (9), eccentric lower bearing (10), pull bar (4), centrifugal slider (5), adjusts bolt (11), locking nut (12), return spring (8), and baffle plate (6) and cover plate (13), it is characterized in that: described connecting rod (2) is connected with eccentric lower bearing (10) by eccentric top bearing shell (9) with rod journal (3) on the bent axle; Balancer weight on the bent axle (7) goes up a slideway of processing and a shoulder hole that communicates with it, wherein, centrifugal slider (5) is installed in the slideway, and centrifugal slider (5) is connected by pull bar (4) with eccentric lower bearing (10); The path of shoulder hole is partly installed and is adjusted bolt (11), adjusts bolt (11) and goes up installation locking nut (12), and the large-diameter portion of shoulder hole divides installs return spring (8), and the two ends of return spring (8) connect respectively adjusts bolt (11) and centrifugal slider (5).
2, reciprocating engine variable compression ratio device according to claim 1 is characterized in that: baffle plate (6) and cover plate (13) have been installed by the slideway place of described crankshaft balance weight (7).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CNU2008200782973U CN201241757Y (en) | 2008-08-10 | 2008-08-10 | Variable compression ratio apparatus of piston engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CNU2008200782973U CN201241757Y (en) | 2008-08-10 | 2008-08-10 | Variable compression ratio apparatus of piston engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN201241757Y true CN201241757Y (en) | 2009-05-20 |
Family
ID=40715054
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CNU2008200782973U Expired - Fee Related CN201241757Y (en) | 2008-08-10 | 2008-08-10 | Variable compression ratio apparatus of piston engine |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN201241757Y (en) |
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2473334A (en) * | 2009-09-03 | 2011-03-09 | Manousos Pattakos | Variable compression ratio engine |
| CN102788114A (en) * | 2012-07-27 | 2012-11-21 | 湖南奔腾动力科技有限公司 | Variable radius engine crankshaft balancing mechanism |
| CN103375249A (en) * | 2012-04-28 | 2013-10-30 | 梁天宇 | Five-stroke three-connecting-rod compression-ratio-variable opposed engine |
| WO2019029544A1 (en) * | 2017-08-08 | 2019-02-14 | 罗灿 | Transmission mechanism for engine having variable compression ratio |
| CN109798152A (en) * | 2019-01-21 | 2019-05-24 | 华北电力大学（保定） | A kind of piston expansion engine |
| CN109854369A (en) * | 2019-03-01 | 2019-06-07 | 一汽解放汽车有限公司 | A kind of dovetail groove type motor length can be changed link mechanism and its adjusting method |
-
2008
- 2008-08-10 CN CNU2008200782973U patent/CN201241757Y/en not_active Expired - Fee Related
Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2473334A (en) * | 2009-09-03 | 2011-03-09 | Manousos Pattakos | Variable compression ratio engine |
| GB2473334B (en) * | 2009-09-03 | 2011-11-23 | Manousos Pattakos | Variable compression ratio engine |
| CN103375249A (en) * | 2012-04-28 | 2013-10-30 | 梁天宇 | Five-stroke three-connecting-rod compression-ratio-variable opposed engine |
| CN102788114A (en) * | 2012-07-27 | 2012-11-21 | 湖南奔腾动力科技有限公司 | Variable radius engine crankshaft balancing mechanism |
| WO2019029544A1 (en) * | 2017-08-08 | 2019-02-14 | 罗灿 | Transmission mechanism for engine having variable compression ratio |
| CN109798152A (en) * | 2019-01-21 | 2019-05-24 | 华北电力大学（保定） | A kind of piston expansion engine |
| CN109854369A (en) * | 2019-03-01 | 2019-06-07 | 一汽解放汽车有限公司 | A kind of dovetail groove type motor length can be changed link mechanism and its adjusting method |
| CN109854369B (en) * | 2019-03-01 | 2021-05-07 | 一汽解放汽车有限公司 | Dovetail slot type engine length-variable connecting rod mechanism and adjusting method thereof |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN101333964B (en) | Variable compression-ratio reciprocating piston engine | |
| CN201241757Y (en) | Variable compression ratio apparatus of piston engine | |
| KR100403388B1 (en) | Reciprocating piston type internal combustion engine with variable compression ratio | |
| US6349684B1 (en) | Crank-connecting rod mechanism | |
| CN107023386B (en) | Variable compression ratio device and variable compression ratio engine | |
| EP0141650A2 (en) | Exhaust port system | |
| US20140165969A1 (en) | Variable compression ratio device and internal combustion engine using the same | |
| RU2296234C1 (en) | Crank mechanism | |
| CN101749122A (en) | Piston variable-compression ratio and variable-displacement engine | |
| CN110671198A (en) | Engine and vehicle with same | |
| CN209340037U (en) | Eccentric axle assembly and variable compression ratio | |
| CN110671197B (en) | Engine and vehicle with same | |
| US20110023812A1 (en) | Crankshaft-free internal combustion engine of improved efficiency | |
| US20130312710A1 (en) | Variable compression ratio apparatus with reciprocating piston mechanism with extended piston offset | |
| CN108252800A (en) | Internal-combustion piston engine variable compression ratio regulating device | |
| CN110671196A (en) | Engine | |
| CN208010467U (en) | Internal-combustion piston engine variable compression ratio regulating device | |
| CN107829819B (en) | Vane type hydraulic driving variable compression ratio connecting rod | |
| CN209483480U (en) | Combined bias shaft and variable compression ratio engine | |
| CN201747918U (en) | H-shaped body for reciprocating and rotating motion converting device without connecting rod | |
| CN201763889U (en) | Flywheel and internal-combustion engine and compressor adopting same | |
| CN219012737U (en) | Link mechanism, engine and vehicle | |
| CN115898585B (en) | Motor-driven variable valve lift mechanism of variable-length tappet | |
| CN201318213Y (en) | Double-rotation four-cycle piston type internal combustion engine | |
| CN215633363U (en) | Compression ratio adjustable driving structure and engine with same |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant | ||
| C17 | Cessation of patent right | ||
| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20090520 Termination date: 20090910 |