RU2626613C2 - Ice with variable compression ratio - Google Patents

Abstract

FIELD: engines and pumps.

SUBSTANCE: internal combustion engine with variable compression ratio comprises an upper - cylinder part and a lower - crankcase part slidably interconnected and linked via displacement mechanism, there is a gasket installed between the upper and lower parts of the engine, crankcase part is provided front and rear with rigidly fixed and upstanding consoles with holes and with bearings installed in the holes, cylinder part is provided front and rear with shafts, rigidly fixed horizontally and eccentrically relative to the longitudinal axis of the cylinder part and inserted in the holes with consoles bearings of the crankcase part, wherein the cylinder part is installed with possible deviation from the vertical position on a circular path via displacement mechanism. Consoles bearings can be designed as roller ones.

EFFECT: improvement of functional and operational characteristics due to simplifying the design of change in the compression ratio by changing the kinematics of the engine crank-and-rod mechanism.

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Description

FIELD OF TECHNOLOGY

The invention relates to automotive equipment, in particular to an internal combustion engine with a variable compression ratio.

In the modern market of internal combustion engines, there is a need for devices for changing the degree of compression of the engine, which allows you to control detonation during fuel combustion in the engine cylinders.

BACKGROUND OF THE INVENTION

A device for changing the degree of compression of the engine is known (German Patent Document No. 19926133 A1, F02B 75/04, 12/14/2000), in which, by installing the crankshaft main bearings in the rotating eccentric cages, the crankshaft is shifted and, as a result, the connecting rod and piston are moved in the vertical plane of the engine cylinder with the ability to change the volume of the combustion chamber of the engine cylinder.

The specified device has a complex structure and does not allow to reliably change the compression ratio of the engine.

Closest to the proposed is a device for controlling the volume of the combustion chamber and compression in the combustion chamber of a piston engine (RU 2322597С2, F02B 75/04, 12/14/2000).

In the specified device, the cylinder part is installed with the possibility of displacement with respect to the crankcase along the common sliding plane between the cylinder part and the crankcase, using the movement mechanism. A seal is installed between the cylinder part and the crankcase part.

However, this device also has a complex structure and does not allow to reliably change the compression ratio of the engine.

The objective of the invention is to improve the functional and operational characteristics of the engine by simplifying the design of the device changes the degree of compression by changing the kinematics of the crank mechanism of the engine.

Another object of the invention is to increase the reliability of changing the degree of compression of the engine.

SUMMARY OF THE INVENTION

The problem is solved in that the internal combustion engine with a variable compression ratio, contains the upper - cylinder, and lower - crankcase parts, movably interconnected and connected by a movement mechanism, a sealant is installed between the upper and lower parts of the engine, the crankcase part is rigidly equipped fixed and protruding upwards consoles with holes and bearings mounted in the holes, the cylinder part is equipped with shafts in the front and rear, rigidly fixed horizontally and an eccentric ary relative to the longitudinal axis of the cylinder part and outside the opening with bearings consoles crankcase part, wherein the cylinder portion is mounted with the possibility of deviation from the vertical position on a circular trajectory by moving mechanism.

Preferably, the bearings of the arms can be made roller.

The specified implementation of the device allows to improve the functional and operational characteristics of the engine by simplifying the design of the device, changing the degree of compression by changing the kinematics of the crank mechanism of the engine.

BRIEF DESCRIPTION OF THE DRAWINGS

In FIG. 1 shows a schematic diagram (general view) of the proposed internal combustion engine with a variable compression ratio;

in FIG. 2 illustrates a cutaway engine;

in FIG. 3 illustrates a cross-sectional engine when the cylinder part deviates from a vertical position;

in FIG. 4 illustrates the mechanism for changing the angle of inclination of the cylinder part.

MODE FOR CARRYING OUT THE INVENTION

As shown in FIG. 1, the variable-compression internal combustion engine block is divided into two parts, the upper part is the cylinder part 1 and the lower part is the crankcase part 2. A cuff or other seal 3 is installed between the upper and lower parts, preventing the leakage of lubricating fluids from the engine.

The crankcase part 2 of the engine is mounted on the car and equipped with consoles 4, and the cylinder part 1 remains movable and deviates on the bearings 5 along a circular path around the shafts 6 along the axis of rotation 7, which is parallel to the longitudinal axes of the upper 1 and lower 2 parts of the engine. The bearings 5 are located in the protruding consoles 4 located in front and behind the crankcase 2.

As shown in FIG. 2, in the cylinder part 1 of the engine block, pistons 8 and a block head with a gas distribution mechanism (not shown) are installed. In the crankcase 2 there are a crankshaft 9 and connecting rods 10.

The longitudinal axis 11 of the upper part 1 of the engine passes through the center of the piston pins 12 at the moment the pistons are at top dead center, and the longitudinal axis 13 of the lower part 2 passes through the center 14 of the crankshaft 9.

As shown in FIG. 3, with an increase in load, the kinematics of the crank mechanism and the compression ratio in the cylinders are changed, which occurs by deflecting the upper part 1 on bearings 5 along a circular path along the rotation of the engine.

When turning, there is an angular displacement of the vertical axis 15 of the upper part 1 relative to the vertical axis 16 of the lower part 2, which leads to a displacement of the trajectory of the pistons 8 away from the vertical trajectory and to a change in the angle of inclination 17, and therefore, the transmission of the working force from the piston 8 to the crankshaft 9. Thus, there is a change in the kinematics of the crank mechanism. In addition, due to the fact that the rotation axis 7 of the upper part 1 does not coincide with the longitudinal axis 11 of the upper part 1, but is at a predetermined distance, an imaginary lever “N” is formed, with the help of which, when the upper part 1 of the engine is deflected, the piston part 1 rises and an increase in the actual distance between the upper 1 and lower 2 parts of the engine, and accordingly, the volume of the combustion chamber increases and the compression ratio decreases

As shown in FIG. 4, the rotation angle of the upper part 1 of the engine is carried out using the eccentric shaft 18 and the transmitting levers 19. The shaft 18 is mounted on the lower part 2 of the engine and rotates on bearings, and on the eccentric necks 20 of the shaft are the transmitting levers 19, which, in turn, connected using the eyes 21 and fingers 22 with the upper part 1 of the engine. A gear sector 23 is mounted at one end of the shaft 18, which is rotated by an electric motor 24.

The device operates as follows.

In this engine, at small and partial loads, the vertical axes of the upper 1 and lower 2 parts of the engine are combined, and the pistons 8 move along a vertical path, and the engine has the kinematics of a standard internal combustion engine. With increasing load, the kinematics of the crank mechanism and the compression ratio in the cylinders are changed, which occurs by deflecting the upper part 1 on bearings 5 along a circular path, in the direction of rotation of the engine.

When turning, there is an angular displacement of the vertical axes of the upper 1 and lower parts 2 relative to each other, which leads to a shift in the path of the pistons 8 away from the vertical path, and therefore to a change in the angles of transmission of the working force from the piston 8 to the crankshaft 9. Thus , there is a change in the kinematics of the crank mechanism. In addition, due to the fact that the rotation axis 7 does not coincide with the longitudinal axis 11 of the upper part 1, but is at a predetermined distance, a lever "N" is formed, with which, when the upper part 1 of the engine is deflected, the actual distance between the upper 1 and lower 2 parts of the engine, and accordingly, the volume of the combustion chamber increases and the degree of compression decreases. The axis of rotation 7 of the upper part 1 of the engine is set at the design and construction stage, and remains unchanged during engine operation. The greater the load, the greater the angle of rotation of the upper part 1 and the greater the change in kinematics and compression ratio. When the load is reduced, it returns to its original position. Based on this, a linear dependence of the kinematics and compression ratio on the rotation angle of the upper part 1 of the engine, as well as on the location of the rotation axis 7 and the separation distance between it and the longitudinal axis of the upper part 11 of the engine (lever value) is traced. Thus, the location of the rotation axis 7 of the upper part 1 of the engine directly affects the parameters of the kinematics of the engine and the compression ratio in the cylinders.

The angle of rotation of the upper part 1 of the engine is carried out using the eccentric shaft 18 and the transmission levers 19. The shaft 18 is mounted on the lower part 2 of the engine and rotates on bearings, and on the eccentric journals 20 of the shaft there are transmission levers 19, which, in turn, are connected by eyes 21 and fingers 22 with the upper part 1 of the engine. A gear sector 23 is installed at one end of the shaft 18, which is rotated by an electric motor 24. The engine control unit gives commands to the electric motor based on the conditions and parameters of the engine. Thus, the shaft 18 rotates and, using levers 19, deflects the upper part 1 of the engine to one or the other side.

In the design of this engine, when the rotation axis 7 of the upper part 1 of the engine is combined with the longitudinal axis 11 of the upper part 1 of the engine, the center of the piston pins 12 at the moment the pistons 8 are at top dead center, only the kinematics of the crank mechanism will change. In this case, the compression ratio will not change, since there will be no lever increasing the distance between the upper 1 and lower 2 parts of the engine.

The proposed design of the engine device allows you to improve the functional and operational characteristics of the engine by simplifying the design of the device changing the degree of compression by changing the kinematics of the crank mechanism of the engine. In addition, the proposed device can improve the reliability of changing the degree of compression of the engine.

It will be apparent to one skilled in the art that various modifications and changes are possible in the present invention. Accordingly, it is intended that the present invention covers the modifications and variations as well as their equivalents without departing from the spirit and scope of the invention disclosed in the appended claims.

Claims (2)

1. An internal combustion engine with a variable compression ratio, comprising an upper cylinder and lower crankcase parts movably interconnected and connected by a movement mechanism, a sealant is installed between the upper and lower parts of the engine, characterized in that the crankcase part is rigidly front and rear fixed and protruding upwards by consoles with holes and bearings installed in the holes, the cylinder part is equipped with shafts front and rear, rigidly fixed horizontally and eccentrically tion to the longitudinal axis of the cylinder part and outside the opening portion of the bearing consoles crankcase, wherein cylinder part is arranged to deflect from the vertical position on a circular trajectory by moving mechanism. 2. The engine under item 1, characterized in that the bearings of the consoles are made of roller.

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