CN220909820U - Internal combustion engine - Google Patents

Abstract

The utility model provides an internal combustion engine, which can adjust the optimal compression ratio to improve the thermal efficiency. An internal combustion engine includes: an engine body; a piston; a crankshaft; a coupling element; a connecting rod; a secondary crankshaft; an auxiliary connecting rod; a guide connected to the coupling element and the sub-link, and rotatably supported within the engine body by a pivot; and a slider including a slider portion rotatably supported by the other end of the coupling member and a link portion slidably connected to the guide, wherein the pivot shaft is moved in an up-down direction by an actuating mechanism, the pivot shaft is located at an upper portion in the up-down direction so that a compression ratio of the internal combustion engine is formed to be high, and the pivot shaft is located at a lower portion in the up-down direction so that the compression ratio of the internal combustion engine is formed to be low.

Description

Internal combustion engine

Technical Field

The present utility model relates to an internal combustion engine.

Background

In order to ensure that more people can use energy which is perpetual and advanced, efforts are being made to develop methods for improving the efficiency of fuel use. In the conventional structure of the piston internal combustion engine, the compression ratio, the compression volume, and the exhaust volume are fixed. But it is difficult to achieve in a fixed compression ratio piston engine configuration because of the need to achieve optimum engine efficiency from different compression ratios, and internal exhaust gas recirculation amounts (Exhaust Gas Recirculation, EGR), depending on different conditions such as start-up, high output requirements, etc. The present utility model aims to solve the above problems and to improve the efficiency of an internal combustion engine, and further, to achieve the efficiency of energy use.

Disclosure of utility model

The present utility model provides an internal combustion engine capable of changing a compression ratio to improve thermal efficiency.

The internal combustion engine of the present utility model includes: an engine body; a piston; a crankshaft; a coupling element; a connecting rod; a secondary crankshaft; an auxiliary connecting rod; a guide rotatably supported within the engine body by a pivot; and a slider including a slider portion rotatably supported by the other end of the coupling member and a link portion slidably connected to the guide, wherein the pivot shaft is moved in an up-down direction by an actuating mechanism, the pivot shaft is located at an upper portion in the up-down direction so that a compression ratio of the internal combustion engine is formed to be high, and the pivot shaft is located at a lower portion in the up-down direction so that the compression ratio of the internal combustion engine is formed to be low.

In an embodiment of the present utility model, the fulcrum abutting on the pivot shaft against the guide is of an eccentric design, and the actuating mechanism rotates the pivot shaft to change the position of the fulcrum in the up-down direction.

Based on the above, in the internal combustion engine of the present utility model, the pivot shaft can be moved in the up-down direction to change the stroke of the piston, thereby changing the compression ratio of the internal combustion engine. Therefore, the internal combustion engine can adopt the most proper compression ratio under different running conditions, and has the effects of reducing pumping loss to improve heat efficiency, avoiding knocking to improve output and the like. Accordingly, the internal combustion engine of the present utility model can change the compression ratio to improve the thermal efficiency.

In order to make the above features and advantages of the present utility model more comprehensible, embodiments accompanied with figures are described in detail below.

Drawings

Fig. 1A is a schematic view of an internal combustion engine according to an embodiment of the present utility model.

Fig. 1B is a schematic view of the internal combustion engine of fig. 1A in another state.

Fig. 2A is a schematic view of the pivot shaft of the internal combustion engine of the present utility model.

Fig. 2B is a schematic view of the pivot of fig. 2A in another state.

Description of the reference numerals

100: An internal combustion engine;

110: an engine body;

112: a cylinder;

114: a crank chamber;

120: a piston;

130: a connecting rod;

140: a coupling element;

150: a crankshaft;

160: an auxiliary connecting rod;

170: a secondary crankshaft;

180: a guide;

182: perforating;

190: a slider;

192: a sliding part;

194: a connecting part;

AM: an actuating mechanism;

c: a pivot axis;

PS: a pivot;

SU: a fulcrum;

x: a left-right direction;

y: a front-rear direction;

z: in the up-down direction.

Detailed Description

Fig. 1A is a schematic view of an internal combustion engine according to an embodiment of the present utility model. Fig. 1B is a schematic view of the internal combustion engine of fig. 1A in another state. Fig. 2A is a schematic view of the pivot shaft of the internal combustion engine of the present utility model.

Fig. 2B is a schematic view of the pivot of fig. 2A in another state. In the present embodiment, the internal combustion engine 100 is applied to a device for supplying kinetic energy to a vehicle, for example, but may be applied to a device such as a generator, and the present utility model is not limited thereto. The horizontal direction X, the front-rear direction Y, the up-down direction Z, and the like in the drawings are not intended to limit the positional relationship of the respective members in the present utility model. Unless otherwise specified, the right, front and upper directions used in the following description are directions indicated by arrows of the vehicle width direction X, the front-rear direction Y and the up-down direction Z, and the left, rear and lower directions used in the following description are the opposite directions. Wherever possible, the same reference numbers will be used throughout the drawings and the description to refer to the same or like parts. The specific structure of the internal combustion engine 100 of the present embodiment will be described below with reference to fig. 1A to 2B.

Referring to fig. 1A and 1B, in the present embodiment, an internal combustion engine 100 includes an engine body 110, a piston 120, a connecting rod 130, a coupling element 140, a crankshaft 150, a sub-connecting rod 160, a sub-crankshaft 170, a guide 180, and a slider 190. The engine body 110 is formed with a cylinder 112 extending in the up-down direction Z, and a crank chamber 114 provided below and laterally of the cylinder 112. The piston 120 is slidably disposed within the cylinder 112 to slide in the up-down direction Z. The crankshaft 150 is disposed in the crank chamber 114 rotatably supported by the engine body 110, and the sub-crankshaft 170 is disposed above the crankshaft 150 and rotatably supported by the engine body 110. The coupling element 140 is rotatably supported by the crankshaft 150, and the crankshaft 150 drives the piston 120 and the sub-crankshaft 170 through the coupling element 140. Specifically, the connecting rod 130 is connected to the piston 120 and one end of the coupling member 140 to transmit power of the crankshaft 150 to the piston 120. The sub connecting rod 160 is connected to the sub crankshaft 170 and one end of the guide 180, and the guide 180 is connected to the coupling element 140 through the slider 190. In detail, the slider 190 includes a sliding portion 192 and a coupling portion 194, wherein the coupling portion 194 is rotatably supported by the other end of the coupling member 140, and the sliding portion 192 is slidably connected to the guide 180. Accordingly, the power of the crankshaft 150 is transmitted to the sub-crankshaft 170 in the order of the coupling element 140, the slider 190, the guide 180, and the sub-connecting rod 160, thereby driving the sub-crankshaft 170 to rotate.

Further, the guide 180 is rotatably supported in the engine body 110 through a pivot PS. Specifically, the pivot PS is inserted through a hole 182 formed in the guide 180 at the other end thereof opposite to the auxiliary link 160, and the outer diameter of the pivot PS is smaller than the inner diameter of the hole 182. That is, the space of the through hole 182 is sufficient for the pivot PS to move inside. And, the pivot PS is moved in the up-down direction Z by an actuating mechanism AM (fig. 2A). For example, as shown in fig. 1A, the pivot PS is located at the upper portion in the up-down direction Z, the axis of the guide 180 is shifted upward to A1, the angle of the sliding member 190 is shifted rightward to A2, the axis of the coupling member 140 is shifted upward to A3, and the stroke of the piston 120 is shifted upward to A4 and A5. In this way, the stroke of the piston 120 reduces the compression volume, so that the compression ratio of the internal combustion engine 100 is made high. Similarly, as shown in fig. 1B, the pivot PS is located at the lower part in the up-down direction Z, the axis of the guide 180 is shifted downward to B1, the angle of the driving slider 190 is shifted leftward to B2, the axis of the coupling element 140 is shifted downward to B3, and the stroke of the piston 120 is shifted downward to a range of B4 and B5. In this way, the stroke of the piston 120 expands the compression volume, so that the compression ratio of the internal combustion engine 100 is made low. In other embodiments not shown, the direction of the offset may be reversed, as long as the compression ratio can be adjusted by changing the volume effect as in the present embodiment, and the present utility model is not limited thereto.

As can be seen from this, in the internal combustion engine 100 of the present embodiment, the pivot PS can be moved in the up-down direction Z to change the stroke of the piston 120, thereby changing the compression ratio of the internal combustion engine 100. Therefore, the internal combustion engine 100 of the present utility model can employ the most appropriate compression ratio under different operation conditions, and has the effects of reducing pumping loss to improve thermal efficiency, avoiding knocking to improve output, and the like. Accordingly, the internal combustion engine 100 of the present embodiment can change the compression ratio to improve the thermal efficiency.

In detail, the engine 100 is started, burned with high efficiency, and demanded with high output, and the like, with different compression ratios for optimal efficiency. In low load operation, a combination of a high compression ratio and a large exhaust volume is preferable to increase the internal exhaust gas circulation amount, thereby reducing pumping loss to improve thermal efficiency; at the time of high load operation, a combination of a low compression ratio and a small exhaust volume is preferable to increase the intake air amount so as to avoid knocking to raise the output; when the vehicle is started, the combination of high compression ratio and small exhaust volume is preferable so as to reduce the internal exhaust gas circulation amount and improve the starting performance; when the catalyst temperature is required to be raised, a combination of a low compression ratio and a small exhaust volume is preferable so that the catalyst temperature raising performance is improved by increasing the exhaust energy by reducing the thermal efficiency. In addition, the efficiency of the internal combustion engine 100 may be improved by adjusting the compression ratio and the exhaust gas circulation amount in accordance with the outside air temperature, the water temperature in the engine water tank, and the like, for example, a combination of a high compression ratio and a high exhaust gas circulation amount when the outside air temperature is low and a minimum compression ratio when the outside air temperature is high; the engine water temperature at the starting time is a combination of low compression ratio and high exhaust gas circulation amount, and the engine water temperature at the starting time is a combination of high compression ratio and high exhaust gas circulation amount; the combination of high compression ratio and high exhaust gas circulation amount is adopted at high temperature after the completion of engine warm-up.

Referring to fig. 2A and 2B, the pivot point SU of the pivot PS abutting against the guide 180 is preferably eccentric. Further, the actuating mechanism AM rotates the pivot PS to change the position of the fulcrum SU in the up-down direction Z. Specifically, the actuating mechanism AM is connected to one end of the pivot PS, and rotates the pivot PS about the pivot axis C, and the axis of the fulcrum SU is disposed away from the pivot axis C. In this way, by changing the rotation angle of the pivot PS by the rotation of the actuator AM, the pivot SU can be simply changed in the up-down direction Z (as in the case of the change in fig. 2A to 2B, the actuator AMs rotates the pivot PS by 180 degrees, and then the pivot SU rotates from above in the up-down direction Z to below in the up-down direction Z), thereby changing the height of the guide 180 in the up-down direction Z in contact with the pivot SU, and further changing the compression volume and the exhaust volume. Further, the eccentric design can suppress the volume of the internal combustion engine 100 from becoming large, and the structure of the actuator mechanism AM is relatively simple, with the effect of suppressing an increase in cost.

In summary, in the internal combustion engine of the present utility model, the pivot shaft can be moved in the up-down direction to change the stroke of the piston, thereby changing the compression ratio of the internal combustion engine. Therefore, the internal combustion engine can adopt the most proper compression ratio under different running conditions, and has the effects of reducing pumping loss to improve heat efficiency, avoiding knocking to improve output and the like. Preferably, the eccentric design of the pivot shaft can simply change the compression volume and the exhaust volume, and can also suppress the effects of an increase in the volume of the internal combustion engine, an increase in the cost, and the like. Accordingly, the internal combustion engine of the present utility model can change the compression ratio to improve the thermal efficiency.

Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present utility model, and are not limiting; although the utility model has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some or all of the technical features thereof can be replaced with equivalents; such modifications and substitutions do not depart from the spirit of the corresponding technical solutions from the scope of the technical solutions of the embodiments of the present utility model.

Claims (2)

1. An internal combustion engine, comprising:

An engine body formed with a cylinder extending in an up-down direction and a crank chamber provided below the cylinder and at a side thereof;

a piston slidably disposed within the cylinder;

a crankshaft rotatably supported by the engine body;

A coupling element rotatably supported by the crankshaft;

a connecting rod connected to the piston and one end of the coupling element;

A sub-crankshaft provided above the crankshaft and rotatably supported by the engine body;

The auxiliary connecting rod is connected to the auxiliary crankshaft;

A guide connected to the coupling element and the sub-link, and rotatably supported within the engine body by a pivot; and

A slider including a sliding portion rotatably supported by the other end of the coupling member and a connecting portion slidably connected to the guide, wherein

The pivot shaft is moved in the up-down direction by an actuating mechanism, the pivot shaft being located at an upper portion in the up-down direction so that the compression ratio of the internal combustion engine is made higher, and the pivot shaft being located at a lower portion in the up-down direction so that the compression ratio of the internal combustion engine is made lower.

2. An internal combustion engine according to claim 1, wherein,

The pivot point of the pivot shaft abutting against the guide piece is of eccentric design,

The actuating mechanism rotates the pivot to change the position of the fulcrum in the up-down direction.