WO2016110231A1 - 具有可变压缩比的发动机 - Google Patents

具有可变压缩比的发动机 Download PDF

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Publication number
WO2016110231A1
WO2016110231A1 PCT/CN2016/070047 CN2016070047W WO2016110231A1 WO 2016110231 A1 WO2016110231 A1 WO 2016110231A1 CN 2016070047 W CN2016070047 W CN 2016070047W WO 2016110231 A1 WO2016110231 A1 WO 2016110231A1
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sprocket
transmission
gear
wheel
cam
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PCT/CN2016/070047
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English (en)
French (fr)
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范伟俊
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范伟俊
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Publication of WO2016110231A1 publication Critical patent/WO2016110231A1/zh

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    • 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
    • F02B75/32—Engines characterised by connections between pistons and main shafts and not specific to preceding main groups

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  • the present invention relates to an engine, and in particular to an engine having a variable compression ratio.
  • the compression ratio of the engine is the ratio of the cylinder volume when the piston moves to the bottom dead center and the cylinder volume when the piston moves to the top dead center.
  • the compression ratio of the conventional engine is generally fixed.
  • foreign countries have begun to turn the research direction to the engine with variable compression ratio to adapt to different requirements of the compression ratio of the engine under different working conditions.
  • the engine is at medium and low load, In order to improve the engine's emission level, a larger compression ratio is required, and at a higher load, a higher supercharging pressure is required, and the compression ratio needs to be lowered, so that the fuel economy and output power of the engine can be improved.
  • Many foreign studies have changed the piston.
  • the effective compression ratio of the engine is adjusted relative to the stroke of the initial position of the cylinder, but domestic research is still relatively lagging in this respect.
  • the present invention provides an engine having a variable compression ratio.
  • An engine having a variable compression ratio comprising a piston, a connecting rod and a crankshaft, wherein a lower part of the piston is connected with a transmission strip, that is, a lower part of the piston is connected with the transmission strip, and one side of the transmission strip is provided with a transmission strip gear pattern A, and There is a transmission strip gear line B on one side, a transmission rack device is arranged beside the gear line B, and a synchronous wheel, a transmission strip gear line B and a transmission rack are arranged between the transmission rack device and the transmission strip gear line B.
  • the devices are matched with the gear lines of the synchronous wheel;
  • One side of the transmission strip gear line A is provided with a force transmission sprocket which cooperates with each other, and the other side of the transmission sprocket is provided with a control strip which can move up and down, and the control strip is provided with the force transmission sprocket
  • the control strip gear line; the force transmission sprocket is connected to the connecting rod;
  • An elastic member is disposed under the control strip
  • a control strip groove is disposed on the upper surface of the control strip, and a wheel is disposed in the control strip groove, and the wheel is scroll-connected to the control strip groove through the horizontal pin;
  • a cam is disposed above the wheel, the convex portion of the cam is in contact with the wheel when rotated downward, the cam is fixedly coupled to the cam shaft, and one end of the cam shaft is provided with a camshaft sprocket, and the camshaft sprocket is driven by the crankshaft
  • the crankshaft sprocket at one end is driven by a transmission member, the crankshaft is rotated for 2 weeks, and the cam is rotated for 1 week.
  • the transmission member includes a left sprocket, a right sprocket, an adjustment rod, a sleeve, a driving gear, a driven gear and a chain, and the left sprocket and the right sprocket are respectively disposed at the left and right between the crank sprocket and the camshaft sprocket
  • the sides, the left sprocket and the right sprocket are radially fixed at the two ends of the adjusting rod, and the adjusting rod is provided with an adjusting rod tooth pattern above the middle portion of the adjusting rod, and the middle portion is sleeved in the sleeve and can slide left and right inside the sleeve, and the sleeve is fixed
  • the driven gear meshes with the adjusting rod tooth in the opening
  • the front end of the driven gear is provided with a driving gear coaxial with the driving gear
  • the chain is sleeved on the crank sprocket
  • the cam has a cam body and an arcuate projection, and the cam body has a circular shape or a disk shape.
  • the left and right sides of the cam are concave arc surfaces, and the upper and lower sides thereof are convex arc surfaces.
  • the transmission rack device includes a rack bracket and a rack, and the rack bracket is connected to the cylinder block by bolts, and the rack is disposed on one side of the rack bracket.
  • the drive gear is driven by a motor through a worm.
  • the elastic member is a spring, and the spring is disposed on the spring seat, and the spring seat is fixed on the inner side of the cylinder block.
  • the connecting rod and the force transmitting sprocket are connected by a connecting rod pin.
  • the invention changes the relative angle between the cam and the crankshaft by controlling the cooperation of the control bar, the wheel, the cam, the spring and the transmission component, and changes the position of the piston relative to the upward or downward when the ignition or combustion is realized, thereby changing the engine. Compression ratio.
  • the invention has the advantages of simple structure and convenient control, and at the same time, the maximum pressure generated by the engine ignition or the fuel injection combustion can be formed at the optimal angle between the crank and the connecting rod, so that the transmission of the force can be more scientific, and the effect is more effective, and can be effective. Improve the power of the engine to achieve the purpose of increasing power and saving fuel.
  • FIG. 1 is a schematic structural view of an engine having a variable compression ratio according to an embodiment of the present invention
  • Figure 2 is a schematic structural view of a transmission member
  • Figure 3 is a schematic view of a cam structure having a concave arcuate surface.
  • an engine having a variable compression ratio includes a piston 20, a connecting rod 10 and a crankshaft 8.
  • the lower portion of the piston 20 is connected to the transmission bar 2, and one side of the transmission bar 2 is provided with a transmission strip gear pattern.
  • a 1 the other side is provided with the transmission strip gear pattern B 3, the transmission strip gear pattern B 3 is smaller than the transmission strip gear pattern A 1;
  • the transmission strip gear line B 3 is provided with a transmission rack device, and the transmission rack device is
  • the rack bracket 5 and the rack 6 are connected, and the rack bracket 5 is connected to the cylinder block 7 by bolts.
  • the rack 6 is disposed on one side of the rack bracket 5, between the rack 6 and the transmission strip gear line B 3
  • a synchronizing wheel 4 is provided which cooperates with the gear track of the drive strip gear line B3 and the rack 6.
  • One side of the transmission bar gear line A 1 is provided with a force transmission sprocket 16 which cooperates with each other.
  • the transmission sprocket 16 has gear lines on both sides and has a certain amplitude, and the other side of the transmission sprocket 16 is provided with control.
  • the control strip 14 is provided with a control strip gear pattern 15 and the force transmission sprocket 16; the force transmission sprocket 16 is connected to the connecting rod 10 through a link pin 11, and the connecting rod 10 is connected with the crank 9;
  • the lower part of the 14 is provided with an elastic member, the elastic member is a spring 13, the spring 13 is disposed on the spring seat 12, the spring seat 12 is fixed inside the cylinder block 7, the control bar 14 can only move up and down, and the control strip 14 is provided with a control
  • the groove has a wheel 17 in the groove of the control strip, and the wheel 17 is rollingly connected with the groove of the control bar through the horizontal pin.
  • a cam 18 is disposed above the wheel 17, and the convex portion of the cam 18 is in contact with the wheel 17 when rotated downward, and the cam 18 is fixedly coupled to the cam shaft 19.
  • One end of the cam shaft 19 is provided with a camshaft sprocket 23,
  • the camshaft sprocket 23 is driven by a crank sprocket 29 at one end of the crankshaft 8 through a transmission member, the crankshaft 8 is rotated 2 weeks, and the cam 18 is rotated 1 week. As shown in FIG.
  • the transmission member includes a left sprocket 21, a right sprocket 25, an adjustment lever 26, a sleeve 28, a driving gear 22, a driven gear 27, and a chain 30, and a left sprocket 21 and a right sprocket 25
  • the crankshaft sprocket 29 and the camshaft sprocket 23 respectively
  • the left sprocket 21 and the right sprocket 25 are radially fixed at both ends of the adjusting rod 26, and the adjusting rod 26 is provided with an adjusting rod tooth pattern above the middle portion thereof, and the middle portion is sleeved in the sleeve 28 and can be sleeved.
  • the sleeve 28 slides left and right, the sleeve 28 is fixed on the cylinder block 7 and is open at the middle, the driven gear 27 meshes with the adjustment rod tooth in the opening, and the front end of the driven gear 27 is provided with the driving gear 22 coaxial with it.
  • the chain 30 is sleeved on the crank sprocket 29, the left sprocket 21, the camshaft sprocket 23 and the right sprocket 25; the driving gear 22 is driven by the motor 24 through the worm.
  • the driving gear 22 is driven by the motor 24 through the worm, the motor 24 rotates, the worm drives the driving gear 22 to rotate, the driving gear 22 rotates and the driven gear 27 rotates accordingly, the driven gear 27 rotates to push the adjusting rod 26 to move, and the motor 24 rotates in the forward direction to adjust
  • the lever 26 moves to the left, the left and right sprockets 21, 25 move to the left together, and the left sprocket 21 pushes up the chain 30 which is loosened by the right sprocket 25, which causes the camshaft sprocket 23 to correspond to the crank sprocket 29
  • the angle of the change is such that the relative angle of the cam 18 and the crankshaft 8 changes; otherwise, the adjustment lever 26 and the left and right sprockets 21, 25 are moved to the right, and the camshaft sprocket 23 and the crankshaft sprocket 29 are also The corresponding angle changes.
  • the cam 18 has a cam body and an arc-shaped projection, the cam body is circular or disc-shaped, and the cam body shown in FIG. 1 is circular.
  • the rack 6 has a rectangular parallelepiped in the middle, and a synchronous spiral groove is formed in the middle of the synchronous wheel 4.
  • the synchronous wheel groove is coincident with the rectangular parallelepiped, so that the synchronous wheel 4 does not move left and right.
  • the working process is: entering the compression stroke, the crankshaft 8 is rotated from the bottom dead center to the top dead center.
  • the fire is not ignited or injected at this time, and the convex portion of the cam 18 Just in contact with the wheel 17;
  • entering the power stroke the crankshaft 8 rotates from the top dead center to the bottom dead center, the crankshaft 8 continues to rotate downward, the cam 18 rotates, and the protruding portion pushes the wheel 17 and the control bar 14 to run downward.
  • the difference between the embodiment 2 and the embodiment 1 is that the cam 18 has different shapes, and the shape of the cam 18 is as shown in FIG. 3.
  • the left and right sides of the cam 18 are concave arc surfaces, and the upper and lower sides are convex arcs. surface.
  • the other structure is the same as that of the first embodiment.
  • the working process is as follows: the diameter of the crankshaft is set to rotate for one week, and the diameter of the piston is larger than that of the piston.
  • the crankshaft 8 rotates from bottom to top.
  • the piston 20 reaches the top dead center, the wheel 17 is convex from the cam 18.
  • the piston 20 does not move, when the connecting rod 10 and the crankshaft 8 form a certain internal angle, the wheel 17 just runs to the convex surface of the cam 18, and the maximum pressure generated by ignition or fuel injection is optimal. From the angle of view, the transmission of force can be made more scientific, and the piston 20 is transported downward with the crankshaft 8. , When the crankshaft 8 rotates downwardly approaching the lowest point, this time wheels 17 run on the convex surface of the cam 18, the wheels 17 and the control bar 14 are fixed at the same position.
  • This design can make the maximum pressure generated by the combustion act at the optimal angle and play a multiplier effect; the diameter of the crankshaft can be rotated for one week is larger than the piston stroke, thereby increasing the power arm and making the engine more fuel efficient.
  • the above two embodiments adjust the variable compression ratio process: entering the compression stroke, when the piston 20 is running to the highest point, the crankshaft 8 is also turned to the highest point, at which time the wheel 17 is just running to the camber slant or cam
  • the bevel contact is in contact, or the wheel 17 is forced to advance from the most recessed portion of the cam 18 in embodiment 2 to the ramp.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Transmission Devices (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

一种具有可变压缩比的发动机，包括活塞（20）、连杆（10）和曲轴（8），活塞（２０）的下部与传动条（２）相连，传动条（２）的一侧边设有传动条齿轮纹路Ａ（１），另一侧边设有传动条齿轮纹路Ｂ（３），齿轮纹路Ｂ（３）的旁边设有传动齿条装置，传动齿条装置与传动条齿轮纹路Ｂ（３）之间设有一个同步轮（４）；传动条齿轮纹路Ａ（１）的一侧设有与其相互配合的传力链轮（１６），传力链轮（１６）的另一侧设有控制条（１４）；控制条（１４）的下面设有弹性件；控制条（１４）的上面设有一控制条凹槽，控制条凹槽内设有一个轮子（１７），轮子（１７）通过横销与控制条凹槽滚动连接；所述轮子（１７）的上方设有凸轮（１８），凸轮（１８）的凸出部旋转至下方时与轮子（１７）相接触。该具有可变压缩比的发动机能有效地改善发动机的动力，达到增大动力、节省燃油的目的。

Description

具有可变压缩比的发动机 技术领域
本发明涉及一种发动机，具体地涉及一种具有可变压缩比的发动机。
背景技术
发动机的压缩比是指活塞运动到下止点时的气缸容积与活塞运动到上止点时的气缸容积之比。传统的发动机的压缩比一般是固定的，近年来国外开始将研究的方向转向可变压缩比的发动机，以适应在不同工况时发动机对压缩比的不同要求，发动机在中、低负荷时，为了改善发动机的排放水平，需要采用较大的压缩比，而在高负荷时采用更高的增压压力，需要降低压缩比，这样可以提高发动机的燃油性和输出功率，国外许多研究通过改变活塞相对于汽缸的初始位置的冲程来调节发动机的有效压缩比，但国内研究在这一方面仍相对滞后。
发明内容
本发明提供了一种具有可变压缩比的发动机。
为实现上述目的，本发明的技术方案为：
一种具有可变压缩比的发动机，包括活塞、连杆和曲轴，活塞的下部连接有传动条，即活塞的下部与传动条相连，传动条的一侧边设有传动条齿轮纹路A，另一侧边设有传动条齿轮纹路B，齿轮纹路B的旁边设有传动齿条装置，传动齿条装置与传动条齿轮纹路B之间设有一个同步轮，传动条齿轮纹路B和传动齿条装置均与同步轮的齿轮纹路相配合；
所述传动条齿轮纹路A的一侧设有与其相互配合的传力链轮，传力链轮的另一侧设有能上下移动的控制条，控制条上设有与传力链轮相互配合的控制条齿轮纹路；传力链轮与连杆相连；
所述控制条的下面设有弹性件；
所述控制条的上面设有一控制条凹槽，控制条凹槽内设有一个轮子，该轮子通过横销与控制条凹槽滚动连接；
所述轮子的上方设有凸轮，凸轮的凸出部旋转至下方时与轮子相接触，凸轮固定连接在凸轮轴上，所述凸轮轴的一端设有凸轮轴链轮，凸轮轴链轮由曲轴一端的曲轴链轮通过传动件驱动，所述曲轴转2周，凸轮转1周。
所述传动件包括左链轮、右链轮、调节杆、套管、主动齿轮、从动齿轮和链条，左链轮和右链轮分别设在曲轴链轮和凸轮轴链轮中间的左右两侧，左链轮和右链轮中心径向固定在调节杆的两端，调节杆的中部上方设有调节杆齿纹，且其中部套在套管内并可在套管内左右滑动，套管固定在气缸缸体上且中部开口，从动齿轮与开口处内的调节杆齿纹相互啮合，从动齿轮前端设有与其同轴的主动齿轮并由主动齿轮带动，链条套设在曲轴链轮、左链轮、凸轮轴链轮和右链轮上。
所述凸轮具有一凸轮本体和一弧形的凸出部，凸轮本体为圆形或盘形。
所述凸轮左右两侧面为内凹圆弧面，其上下两面为凸出的圆弧面。
传动齿条装置包括齿条支架和齿条，齿条支架通过螺栓与气缸缸体相连，齿条设在齿条支架的一侧边上。
所述主动齿轮由电机通过蜗杆驱动。
所述弹性件为弹簧，弹簧设在弹簧座上，弹簧座固定在气缸缸体内侧。
齿条的中间有一长方体，同步轮的中间有一圆形的同步轮凹槽，同步轮凹槽与长方体相吻合，使同步轮不会左右移动。
所述连杆与传力链轮通过一连杆销相连。
本发明通过控制条、轮子、凸轮、弹簧与传动件的配合，使凸轮与曲轴之间的相对角度发生变化，实现点火或燃烧时活塞的位置相对向上或向下发生了改变，从而改变了发动机的压缩比。本发明结构简单，控制方便，同时能实现发动机点火或喷油燃烧产生的最大压力作用在曲柄与连杆形成最佳的角度上，可使力的传输更科学，起到事半功倍的作用，能有效地改善发动机的动力，达到增大动力、节省燃油的目的。
附图说明
图1是本发明实施例提供的具有可变压缩比的发动机的结构示意图；
图2是传动件的结构示意图；
图3是具有内凹圆弧面的凸轮结构示意图。
图中，传动条齿轮纹路A 1，传动条2，传动条齿轮纹路B 3，同步轮4，齿条支架5，齿条6，汽缸缸体7，曲轴8，曲柄9，连杆10，连杆销11，弹簧座12，弹簧13，控制条14，控制条齿轮纹路15，传力链轮16，轮子17，凸轮18，凸轮轴19，活塞20，左链轮21，主动齿轮22，凸轮轴链轮23，电机24，右链轮25，调节杆26，从动齿轮27，套管28，曲轴链轮29，链条30。
具体实施方式
以下结合附图，对本发明作进一步说明：
实施例1
如图1所示，一种具有可变压缩比的发动机，包括活塞20、连杆10和曲轴8，活塞20的下部与传动条2相连，传动条2的一侧边设有传动条齿轮纹路A 1，另一侧边设有传动条齿轮纹路B 3，传动条齿轮纹路B 3小于传动条齿轮纹路A 1；传动条齿轮纹路B 3的旁边设有传动齿条装置，传动齿条装置由齿条支架5和齿条6构成，齿条支架5通过螺栓与气缸缸体7相连，齿条6设在齿条支架5的一侧边上，齿条6与传动条齿轮纹路B 3之间设有一个同步轮4，同步轮4与传动条齿轮纹路B 3和齿条6的齿轮纹路相配合。
传动条齿轮纹路A 1的一侧设有与其相互配合的传力链轮16，传力链轮16两边都有齿轮纹路且带有一定的幅度，传力链轮16的另一侧设有控制条14，控制条14上设有控制条齿轮纹路15与传力链轮16相互配合；传力链轮16通过一连杆销11与连杆10相连，连杆10与曲柄9相连；控制条14的下面设有弹性件，弹性件为弹簧13，弹簧13设在弹簧座12上，弹簧座12固定在气缸缸体7内侧；控制条14只能上下移动，控制条14的上面设有一控制条凹槽，控制条凹槽内设有一个轮子17，轮子17通过横销与控制条凹槽滚动连接。
轮子17的上方设有凸轮18，凸轮18的凸出部旋转至下方时与轮子17相接触，凸轮18固定连接在凸轮轴19上，所述凸轮轴19的一端设有凸轮轴链轮23，凸轮轴链轮23由曲轴8一端的曲轴链轮29通过传动件驱动，所述曲轴8转2周，凸轮18转1周。如图2所示，所述传动件包括左链轮21、右链轮25、调节杆26、套管28、主动齿轮22、从动齿轮27和链条30，左链轮21和右链轮25分别设在曲轴链轮29和凸轮轴链轮23中间的左右 两侧，左链轮21和右链轮25中心径向固定在调节杆26的两端，调节杆26的中部上方设有调节杆齿纹，且中部套在套管28内并可在套管28内左右滑动，套管28固定在气缸缸体7上且中部开口，从动齿轮27与开口处内的调节杆齿纹相互啮合，从动齿轮27前端设有与其同轴的主动齿轮22并由主动齿轮22带动，链条30套设在曲轴链轮29、左链轮21、凸轮轴链轮23和右链轮25上；主动齿轮22由电机24通过蜗杆驱动。主动齿轮22由电机24通过蜗杆驱动，电机24转动，蜗杆带动主动齿轮22转动，主动齿轮22转动从动齿轮27随之转动，从动齿轮27转动推动调节杆26移动，电机24正转则调节杆26向左移动，左、右链轮21、25一起向左移动，左链轮21顶起由右链轮25放松过来的链条30，会使凸轮轴链轮23与曲轴链轮29相对应的角度改变，从而使凸轮18与曲轴8的相对角度会发生变化；反之，调节杆26和左、右链轮21、25向右移动，也会使凸轮轴链轮23与曲轴链轮29相对应的角度发生改变。
其中：凸轮18具有一凸轮本体和一弧形的凸出部，凸轮本体为圆形或盘形，图1中所示的凸轮本体为圆形。
齿条6的中间有一长方体，同步轮4的中间有一圆形的同步轮凹槽，同步轮凹槽与长方体相吻合，可使同步轮4不会左右移动。
其工作过程为：进入压缩冲程，曲轴8是从下止点向上止点转动，当发动机完成压缩冲程，活塞20到上止点时，此时还不点火或喷油，凸轮18的凸出部刚好与轮子17相接触；进入做功冲程，曲轴8从上止点向下止点转动，曲轴8继续向下转动的同时，凸轮18转动，凸出部推动轮子17和控制条14向下运行，当曲轴8向下转动到连杆10与曲柄9形成一定内角 时，轮子17刚好与凸轮18凸出部的斜面相接触，由于轮子17和控制条14受到凸轮18凸出部向下推从而往下运动，进而带动传力链轮16也往下运动，它与连杆10同步向下运动，从而使活塞20、传动条2、同步轮4在同一位置不变，当连杆10与曲轴8形成一定的内角时，再点火或喷油，最大的燃爆压力作用在最佳的角度上，可使力的传输更科学，有助于提升发动机的动力，直到快到下止点时轮子17都在凸轮18凸出部的斜面上运行，在这一时间内轮子17和控制条14都在同一位置。进入排气冲程，轮子17从凸轮18凸出部的弧面运行到凸轮18凸出部的另一斜面上弹簧13将控制条14和轮子17向上推动使其归位。吸气冲程活塞20是随着曲轴8运动而动，做功冲程刚开始时活塞20不动，曲轴8转动，当连杆10与曲柄9形成一定内角时点火或喷油，活塞20随着曲轴8一起动。
实施例2
实施例2与实施例1在结构上的区别在于凸轮18采用不同的形状，凸轮18的形状如图3所示，凸轮18左右两侧面为内凹圆弧面，上下两面为凸出的圆弧面。其他结构与实施例1相同。
其工作过程为：设置曲轴旋转1周的直径比活塞行程大，当发动机进入排气冲程时，曲轴8从下往上转动，当活塞20快到上止点时，轮子17从凸轮18的凸面运行到凸轮18的凹面，弹簧13将控制条14和轮子17向上顶起，曲轴8继续向上转动，连杆10、控制条14、同步轮4向上运动，活塞20不动，当曲轴8转到最高点时，轮子17也运行到凸轮18的最凹点；进入吸气冲程，曲轴8向下转动，轮子17则从最凹点往一侧的弧形面上运行，受到凸轮18的推力作用，轮子17、控制条14、传力链轮16的一边同 时随着连杆10往下运动，当连杆10与曲柄9形成一定内角时，轮子17则运行到凸轮18的凸面上后，曲轴8继续向下转动，活塞20此时才随着曲轴8向下运动；进入压缩冲程，曲轴8从下往上转动，当活塞20到上止点时，轮子17刚从凸轮的凸面往凹面上运动，弹簧13刚把控制条14、轮子17往上顶起，控制条14、轮子17随着传力链轮16和连杆10往上运行，活塞20不动，曲轴8转到最高点时，轮子17也运行到凸轮凹面的最低点；进入做功冲程，曲轴8继续向下转动，轮子17刚从最凹处往一侧的弧形面上运行，控制条14、轮子17受到凸轮18往下的推力随着传力链轮16的一边、连杆10一起往下运行，活塞20不动，当连杆10与曲轴8形成一定的内角时，轮子17刚运行到凸轮18的凸面上，此时点火或喷油燃烧产生的最大压力作用在最佳的角度上，可使力的传输更科学，活塞20随着曲轴8向下运动，当曲轴8向下转动快到最低点，这段时间轮子17都在凸轮18的凸面上运行，所以轮子17和控制条14都在同一位置不动。这样设计可以使燃烧产生的最大压力作用在最佳的角度上，起到事半功倍的作用；可使曲轴旋转1周的直径大于活塞行程，从而起到增长动力臂的作用，可使发动机更省油。
上述2个实施例调节可变压缩比的过程：进入压缩冲程，当活塞20运行到最高点，曲轴8也转到最高点，此时轮子17则刚好运行到与凸轮18凸出部斜面或凸轮18的最凹处的相接触，在此基础上如果实施例1和实施例2中的凸轮18比曲轴8提前了一些角度，那将迫使轮子17提前与实施例1中凸轮18凸出部的斜面接触点接触，或迫使轮子17提前从实施例2中凸轮18最凹处提前往斜面上运行。进入做功冲程，当曲柄9与连杆10 形成一定的角度时，轮子17也到实施例1凸轮18的凸出部斜面上或实施例2中凸轮18的凸面上，最终使活塞20在曲轴8转到最高点时所在的位置向上提高了一些，使压缩比变大，反之，凸轮18延后一些角度也将使活塞8的位置下降一些距离，使压缩比变小。
由于凸轮的形状可以有多种、改变凸轮与曲轴的相对角度的结构也有多种，本说明书只列举一二，应该理解这只作为说明本发明之用，本发明并不限于以上的说明范围，如果用任何别的等效的内容代替上述实施例，它们也同样落入本发明的保护范围之内。

Claims (9)

  1. 一种具有可变压缩比的发动机，其包括活塞(20)、连杆(10)和曲轴(8)，其中，
    所述活塞(20)的下部连接有传动条(2)，所述传动条(2)的一侧边设有传动条齿轮纹路A(1)，另一侧边设有传动条齿轮纹路B(3)，所述传动条齿轮纹路B(3)的旁边设有传动齿条装置，所述传动齿条装置与传动条齿轮纹路B(3)之间设有一个同步轮(4)，所述同步轮(4)与传动条齿轮纹路B(3)和传动齿条装置的齿轮纹路相配合；
    所述传动条齿轮纹路A(1)的一侧设有与其相互配合的传力链轮(16)，所述传力链轮(16)的另一侧设有能上下移动的控制条(14)，所述控制条(14)上设有与所述传力链轮(16)相互配合的控制条齿轮纹路(15)；所述传力链轮(16)与连杆(10)相连；
    所述控制条(14)的下面设有弹性件；
    所述控制条(14)的上面设有一控制条凹槽，所述控制条凹槽内设有通过横销与所述控制条凹槽滚动连接的轮子(17)；
    所述轮子(17)的上方设有凸轮(18)，所述凸轮(18)的凸出部旋转至下方时与所述轮子(17)相接触，所述凸轮(18)固定连接在凸轮轴(19)上，所述凸轮轴(19)的一端设有凸轮轴链轮(23)，所述凸轮轴链轮(23)由曲轴(8)一端的曲轴链轮(29)通过传动件驱动，所述曲轴(8)转2周，所述凸轮(18)转1周。
  2. 根据权利要求1所述的具有可变压缩比的发动机，其中，
    所述传动件包括左链轮(21)、右链轮(25)、调节杆(26)、套管(28)、主动齿轮(22)、从动齿轮(27)和链条(30)，所述左链轮(21)和右链轮(25)分别设在所述曲轴链轮(29)和凸轮轴链轮(23)中间的左右两侧，所述左链轮(21)和右链轮(25)中心径向固定在所述调节杆(26)的两端，所述调节杆(26)的中部上方设有调节杆齿纹，且其中部套在所述套管(28)内并可在所述套管(28)内左右滑动，所述套管(28)固定在气缸缸体(7)上且中部开口，所述从动齿轮(27)与开口处内的调节杆齿纹相互啮合，所述从动齿轮(27)前端设有与其同轴的主动齿轮(22)并由所述主动齿轮(22)带动，所述链条(30)套设在所述曲轴链轮(29)、左链轮(21)、凸轮轴链轮(23)和右链轮(25)上。
  3. 根据权利要求1所述的具有可变压缩比的发动机，其中，所述凸轮(18)具有一凸轮本体和一弧形的凸出部，所述凸轮本体为圆形或盘形。
  4. 根据权利要求1所述的具有可变压缩比的发动机，其中，所述凸轮(18)的左右两侧面为内凹圆弧面，其上下两面为凸出的圆弧面。
  5. 根据权利要求1所述的具有可变压缩比的发动机，其中，所述传动齿条装置包括齿条支架(5)和设置于所述齿条支架(5)的一侧边上的齿条(6)，所述齿条支架(5)通过螺栓与气缸缸体(7)相连。
  6. 根据权利要求2所述的具有可变压缩比的发动机，其中，所述主动齿轮(22)由电机(24)通过蜗杆驱动。
  7. 根据权利要求2所述的具有可变压缩比的发动机，其中，所述弹性件为弹簧(13)，所述弹簧(13)设在弹簧座(12)上，所述弹簧座(12)固定在所述气缸缸体(7)内侧。
  8. 根据权利要求5所述的具有可变压缩比的发动机，其中，所述齿条(6)的中间有一长方体，所述同步轮(4)的中间有一圆形的同步轮凹槽，所述同步轮凹槽与长方体相吻合，使所述同步轮(4)不会左右移动。
  9. 根据权利要求1所述的具有可变压缩比的发动机，其中，所述连杆(10)与传力链轮(16)通过一连杆销(11)相连。
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